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Safety and Airspace Regulation Group
CAP 403
Flying Displays and Special Events: Safety and Administrative Requirements and Guidance Edition 17 | February 2020
Published by the Civil Aviation Authority
Civil Aviation Authority Aviation House Beehive Ring Road Crawley West Sussex RH6 0YR
You can copy and use this text but please ensure you always use the most up to date version and use it in context so as not to be misleading and credit the CAA.
First published October 1973 Second edition July 1977 Reprinted February 1979 Reprinted August 1980 Third edition August 1982 Fourth edition January 1989 Fifth edition January 1990 Sixth edition March 1992 Seventh edition April 1995 Eight edition February 1998 Ninth edition 29 November 2002 Tenth edition 9 March 2007 Eleventh edition 1 April 2009 Twelfth edition 1 March 2010 Twelfth edition including amendment 2012/01, 29 June 2012 Thirteenth edition. February 2015 Re-written Thirteenth edition 1 including amendment 2016, 1 March 2016 Thirteenth edition 2 including amendment 2016, 13 April 2016 Thirteenth edition 3 including amendment 2016, 24 May 2016 Thirteenth edition 4 including amendment 2016, 6 June 2016 Thirteenth edition 5 including amendment 2017, 20 February 2017 Fourteenth edition, May 2017 Fourteenth edition 1 including amendment 2017/01 May 2017 Fifteenth edition, March 2018 Sixteenth edition, January 2019 Seventeenth edition, February 2020 Enquiries regarding the content of this publication are to be addressed to: General Aviation Unit, Safety and Airspace Regulation Group, Civil Aviation Authority, Aviation House, Gatwick Airport South, West Sussex RH6 0YR
The latest version of this document is available at www.caa.co.uk/General-aviation/Displays
CAP 403 Contents
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Contents
Contents .................................................................................................................... 3 Revision History ....................................................................................................... 9 Terminology and Definitions ................................................................................. 13 General information ............................................................................................... 18
Introduction .......................................................................................................... 18 Background .......................................................................................................... 18 Safety Management ............................................................................................. 19 Reporting ............................................................................................................. 20
Chapter 1 ................................................................................................................................. 22
Flying Display legal requirements ........................................................................ 22 Article 86 .............................................................................................................. 22 Private Flying Displays ......................................................................................... 23 Special Events ..................................................................................................... 23 Dropping of articles (Article 89 of the ANO) .......................................................... 24 Aircraft Races and Contests ................................................................................ 24 Fly-ins .................................................................................................................. 25 Military events, venues and military participation in civil Flying Displays .............. 25 Foreign participation ............................................................................................ 25 Further reading .................................................................................................... 27
Chapter 2 ........................................................................................................................... 28
Applying for a Flying Display or Special Event ................................................... 28 Applying for permission ........................................................................................ 28 Identifying the permission required ...................................................................... 29 The Map .............................................................................................................. 30 Flying Displays and Special Events featuring only military aircraft ....................... 32 Charges ............................................................................................................... 32 Flying Display charge bands ................................................................................ 32 Exempt items ....................................................................................................... 32 Assessment of charges ........................................................................................ 33 Feedback ............................................................................................................. 33
Chapter 3 ........................................................................................................................... 34
Application Timescales ......................................................................................... 34 Notification to the CAA ......................................................................................... 34 90 days prior to the event ..................................................................................... 34 60 days prior to the event ..................................................................................... 35 42 days prior to the event ..................................................................................... 36 30 days prior to the event ..................................................................................... 37 14 days prior to the event ..................................................................................... 37
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Chapter 4 ........................................................................................................................... 38
Personnel ................................................................................................................ 38 Lines of responsibility ........................................................................................... 38 The Event Organiser (EO) ................................................................................... 38 The Flying Display Director (FDD) ....................................................................... 39 Airborne Flying Display Directors (AFDD) ............................................................ 39 Flying Control Committee (FCC) .......................................................................... 40 Flight crew ........................................................................................................... 40
Chapter 5 . ..................................................................................................................... 41
The Flying Display – planning and categorisation .............................................. 41 Site assessment .................................................................................................. 41 Spectator areas and car parks ............................................................................. 42 Drones and balloons ............................................................................................ 43 Commentator and public address systems........................................................... 43 Secondary spectator considerations .................................................................... 44 Parking and ground manoeuvring of aircraft ......................................................... 44 Summary of separation distances for Flying Display planning .............................. 45 Hazardous materials ............................................................................................ 46 Display area ......................................................................................................... 46 Separation Distances ........................................................................................... 50 Holding areas ....................................................................................................... 51 Minimum heights .................................................................................................. 51 Categorisation of a flying display .......................................................................... 52 Use and allocation of radio frequencies ............................................................... 53 Airspace considerations ....................................................................................... 53 Use of Transponder ............................................................................................. 54 Insurance ............................................................................................................. 54
Chapter 6 ........................................................................................................................... 56
The Flying Display – Management ........................................................................ 56 Display Line ......................................................................................................... 56 Display area restrictions ....................................................................................... 56 Over-flight of spectators ....................................................................................... 57 Setting of minimum heights .................................................................................. 57 Military participation ............................................................................................. 58 Aircraft maximum speeds ..................................................................................... 59 Weather minima ................................................................................................... 59 Pyrotechnics used for ground special effects ....................................................... 61 Briefing ................................................................................................................ 61 Display practises on the day of a Flying Display .................................................. 62 Impromptu displays at Flying Displays ................................................................. 62 Arrivals and Departures from Flying Displays ....................................................... 63 Standard Warning and STOP calls ...................................................................... 63 STOP Call and safety breach reporting and procedures ...................................... 65 Standard display calls .......................................................................................... 67 Carriage of persons onboard display aircraft ........................................................ 67 Displays by Air Operator’s Certificate (AOC) operators ........................................ 67 Pleasure flights .................................................................................................... 68 Pleasure flight escorts .......................................................................................... 69
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Emergency Services ............................................................................................ 69 Inspection of Flying Displays and Special Events by the CAA .............................. 69
Chapter 7 ........................................................................................................................... 71
Event Organiser (EO) – Guidance and information ............................................. 71 The Event Organiser (EO) ................................................................................... 71 Finding an FDD .................................................................................................... 71 Liaison with the Local Authority and Emergency Services .................................... 71 The Emergency Plan ........................................................................................... 72 Risk Assessment ................................................................................................. 74 Local Authorities .................................................................................................. 74 The Police ............................................................................................................ 74 Fire and Rescue Services .................................................................................... 75 Appointment of officials ........................................................................................ 76 Local landowners ................................................................................................. 76 Medical ................................................................................................................ 77
Chapter 8 ........................................................................................................................... 78
Flying Display Director (FDD) – Requirements and information ........................ 78 General ................................................................................................................ 78 Display Area ........................................................................................................ 79 Risk Assessment and emergency planning .......................................................... 79 Maritime Exclusion Zones .................................................................................... 80 Danger areas ....................................................................................................... 80 Deputy FDDs (DFDD) .......................................................................................... 80 Document checks and insurance ......................................................................... 81 Military participation ............................................................................................. 82 Foreign civilian participation ................................................................................. 82 Tyro DA (TDA) participation ................................................................................. 82 Parachute, paraglider, para-motors, hang-glider and foot-launched aircraft participation ......................................................................................................... 84 Flying Control Committees (FCC) ........................................................................ 85 Flying Display Director further considerations ...................................................... 86 Minimum heights and visibility .............................................................................. 87 STOP Calls, Standard Warning Calls and safety breach reporting ....................... 88 Airborne Flying Display Directors (AFDD) ............................................................ 88 Post display feedback .......................................................................................... 90 Reporting of occurrences and incidents ............................................................... 91 Action in the event of an aircraft accident ............................................................. 92 Summary of FDD responsibilities ......................................................................... 92
Chapter 9 ........................................................................................................................... 94
Air Traffic Services – requirements and information .......................................... 94 General ................................................................................................................ 94 Air Traffic Control Service .................................................................................... 94 Flight Information Service .................................................................................... 96 Air Ground Communication Service (AGCS) ........................................................ 97 Flying Display operational communications .......................................................... 98 Air Traffic Service personnel ................................................................................ 98 Frequency allocation ............................................................................................ 99
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Radio licensing charges ....................................................................................... 99
Chapter 10 ....................................................................................................................... 100
Ballooning as part of a Flying Display ............................................................... 100 Legal requirements ............................................................................................ 100 General exemption ............................................................................................. 100 Considerations ................................................................................................... 100
Chapter 11 ....................................................................................................................... 102
Parachuting as part of a Flying Display ............................................................. 102 Legal requirements ............................................................................................ 102 Liaison and reconnaissance ............................................................................... 103 The Parachute Landing Area (PLA) ................................................................... 103 The display ........................................................................................................ 104
Chapter 12 ....................................................................................................................... 105
Paragliders and Hang-gliders (unpowered) as part of a Flying Display .......... 105 General .............................................................................................................. 105 Pilot requirements .............................................................................................. 105 Liaison and reconnaissance ............................................................................... 106 The Landing Area .............................................................................................. 106 The display (when the display forms part of a Flying Display) ............................ 107 Post-landing ....................................................................................................... 107 Separation Distances ......................................................................................... 108 Down draughts, prop wash and jet blast ............................................................ 108
Chapter 13 ....................................................................................................................... 109
Foot-launched aircraft as part of a Flying Display ............................................ 109 General .............................................................................................................. 109 Pilot access to the launch area .......................................................................... 109 Separation distances ......................................................................................... 109 Down draughts, prop wash and jet blast ............................................................ 110 Maximum wind limitations .................................................................................. 110
Chapter 14 ....................................................................................................................... 111
Air racing as part of a Flying Display ................................................................. 111 General .............................................................................................................. 111
Chapter 15 ....................................................................................................................... 113
Banner towing as part of a Flying Display ......................................................... 113 General .............................................................................................................. 113 DA requirements ................................................................................................ 113 Separation distances ......................................................................................... 113 Considerations ................................................................................................... 113
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Chapter 16 ....................................................................................................................... 115
Twilight and airborne pyrotechnic displays ...................................................... 115 General .............................................................................................................. 115 Airborne displays using pyrotechnics ................................................................. 116 Pyrotechnic risk classification............................................................................. 117 Minimum Pyrotechnic Release Heights (MPRH) ................................................ 117 Wind speed and direction of fallout and rate of fall ............................................. 119 Anticipating a pre-ignition and / or failure in the air and on the ground ............... 119 Safety information and special handling details .................................................. 120
Chapter 17 ....................................................................................................................... 121
Model aircraft and Unmanned Aircraft Systems (UAS) as part of a Flying Display .................................................................................................................. 121
General .............................................................................................................. 121 Model aircraft display limitations ........................................................................ 122 Full size and model aircraft synchronised displays ............................................. 123
Appendix A ...................................................................................................................... 124
Risk Assessment.................................................................................................. 124 Flying Display risk management ........................................................................ 124 Why is risk management important? .................................................................. 124 The risk management process ........................................................................... 124 Hazard / risk definition ....................................................................................... 127 Hazard identification .......................................................................................... 127 Risk Assessment ............................................................................................... 129 Risk Likelihood (L) ............................................................................................. 129 Risk Severity (S) ................................................................................................ 130 Risk tolerability ................................................................................................... 131 Risk rating categories ........................................................................................ 132 Risk mitigation ................................................................................................... 133 Risk Recording .................................................................................................. 135 Monitoring and improvement .............................................................................. 135 Flying Display Risk Assessment ........................................................................ 135 Flying Display Risk Assessment in Flying Display applications .......................... 137
Appendix B ...................................................................................................................... 143
Written, verbal and telephone briefings ............................................................. 143 The display pilot’s written brief ........................................................................... 143 The verbal brief .................................................................................................. 147 Telephone briefing ............................................................................................. 149 Formation briefings and walk throughs ............................................................... 149
Appendix C ...................................................................................................................... 151
Flying Display Director Accreditation ................................................................ 151 Obtaining Flying Display Director accreditation .................................................. 151 Flying Display Director accreditation course ....................................................... 152 Validity and currency .......................................................................................... 154
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Upgrades ........................................................................................................... 155 Mentoring / shadowing ....................................................................................... 156 Renewals ........................................................................................................... 157 Lapsed and expired FDDs ................................................................................. 157 Revocation ......................................................................................................... 158
Appendix D ...................................................................................................................... 159
FAiR System ......................................................................................................... 159
CAP 403 Revision History
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Revision History
Edition 12 March 2010 This revision incorporates changes to the Air Navigation Order (ANO) references to
reflect the 2009 edition of the ANO.
Other minor editorial corrections, convenient to be included at this time, have also
been included. All technical changes are marked by a marginal line.
Edition 12, Amendment 2012/01 June 2012 This amendment amends Chapter 6, paragraphs 3.1 and 4 to address two AAIB
Safety Recommendations (2011-001 and 2011-002 in FACTOR 02/2011). Due to
their urgent nature these changes have been made ahead of the major revision to
this CAP.
Edition 13 February 2015 This revision is a complete rewrite of CAP 403. The CAP is now split into Part A and
Part B covering Flying Displays and Special Events respectively.
Edition 13, Amendment 2016/01 March 2016 Amends to reflect change in display application requirements (Chapter 3 Part A,
Chapter 4 Part A and Annex A – Risk Assessment) and introduction of fitness
assessment for Flying Display Directors and Display Pilots (Chapter 1 Part A). All
subsequent to CAA’s review of Flying Display regulation conducted in 2015/6. Due to
their urgent nature these changes have been made ahead of a major revision to this
CAP in late 2016.
Edition 13, Amendment 2016/02 April 2016 Amends to reflect change to requirements on FDDs, requirements attached to
Display Authorisations and preliminary planning requirements (Chapter 2 Part A),
and amends to reflect changes in site assessment and display planning rules and
new requirements on post event feedback and safety breach reporting (Chapter 3
Part A). Introduction of requirement to collect and communicate information on latent
hazards within aircraft (Chapter 4 Part A). Further amends on DAE appointment and
CAP 403 Revision History
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competency and the requirements and processes attached to Display Authorisations
and Display Authorisation renewals (Chapter 5 Part A).
All subsequent to CAA’s review of Flying Display regulation conducted in 2015/6.
Edition 13, Amendment 2016/03 May 2016
Amends to adjust Minimum Separation Distance for light and rotary wing aircraft and
to clarify requirements in relation to Display Authorisation revalidation and currency.
Amends subsequent to introduction of online application for Flying Display and
special event Permissions. Minor addition to guidance on Risk Assessment
Edition 13, Amendment 2017/01 February 2017
Amends to reflect introduction of FDD accreditation scheme and inclusion of revised
risk management guidance.
Edition 14 May 2017
A new edition, restructured to improve accessibility, update references and provide
greater focus on Flying Displays by removing Part B of the existing document that
related to other events not requiring CAA Permissions. Implementation of the CAA’s
air display review and organisational responses to AAIB recommendations have led
to regulatory and policy developments relating to: Display Areas and public
protection, FDD accreditation, Airborne FDDs (AFDDs), pilot declarations, FDD
documentation checking requirements, warning and stop call guidance and Display
Authorisation renewal.
Edition 14, Amendment 2017/01 May 2017 Minor clarifying amendments relating to definition of Aerobatic Manoeuvre, reporting
of terminate calls, use of drones by the general public at displays and restrictions
within the Display Area. Addition of a number of definitions to the glossary.
Edition 15 March 2018
Amendment includes minor clarifications and editorial changes throughout, the
addition and amendment of certain definitions, details of the acceptability of certain
foreign display authorisations, additional guidance for Flying Display and Special
Event applications, additional information concerning military participation, further
secondary spectator considerations, additional hazardous material information,
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clarification concerning display practises on the day of an event, further details of
FDD Accreditation, the provision of Deputy FDDs, reinforced requirement for
submission of Flying Display Director Post-Display Feedback Form, updated
information concerning the Police, the removal of reference to ORS4.1174 for
display flight outside of the Display Area, revised requirements for DAEs, revised
requirements for DAs, inclusion of a Suspension and Revocation procedure for
FDDs, DAEs and DAs, amendments to DA Categories and Groups, incorporation of
the Tyro DA scheme, Appendix B review, the removal of the 120 day notification
period for RA(T)s for major events and further details concerning reporting and
feedback.
Edition 16 January 2019
A restructured edition containing minor clarifications and changes throughout.
Material specific to DAEs and DAs removed and incorporated into CAP 1724 ‘Flying
Display Standards Document’. Appendices surplus to requirement removed.
Introduction of editorial practises and definitions included in General Information
chapter and incorporated throughout. For Private Flying Displays the introduction of
the requirement for a FDD and risk assessment, along with the condition for a
Display Pilot to hold a DA. Guidance for the application of Article 89 Dropping of
Article Permissions and the associated operational restrictions. The requirement for
certain key safety considerations to be included in all risk assessments. The
requirement for reporting of RA(T) and airspace infringements reinforced. Further
information concerning FDD currency, mentoring, shadowing and renewals.
Edition 17 January 2020
This edition incorporates feedback from the Flying Display community, mostly
focussed on providing further clarity where required. Further guidance has been
added to improve safety at twilight displays. Additional guidance has been given for
displays that use airborne pyrotechnics to further protect Spectators and minimise
the risk of ground fires. The guidance for formation briefing has been expanded and
additional mandatory formation briefing requirements added. Additional guidance
surrounding risk mitigation to As Low As Reasonably Practicable (ALARP), and
amendments to risk categorisation have been made to Appendix A (Risk
Assessment).
CAP 403 Revision History
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Feedback
The CAA seeks to continually improve its regulation and guidance and your
feedback is helpful to us in doing so. If you have any comments on or suggestions
about CAP 403 please send them to [email protected] with subject line ‘CAP 403
feedback’.
CAP 403 Terminology and Definitions
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Terminology and Definitions
Throughout this CAP the following terms and definitions are used:
Term Abbreviation Definition Aerobatic Manoeuvre
The definition of an aerobatic manoeuvre is as defined in Schedule 1 of the Air Navigation Order (ANO).
Airborne Flying Display Director
AFDD A Pilot holding a UK Display Authorisation (DA) participating in their own single item Flying Display who is responsible to the CAA for the safe conduct of that Flying Display1.
Aircraft Parking Area
An area used for the parking of aircraft to which the public has no access during the period of the display.
Airfield Boundary
The line delineated by the Airfield Boundary fence, or where no such fence exists, the area confined to that prepared and used solely for the purpose of ground manoeuvring of aircraft.
Air Traffic Services
ATS References to ‘ATS’ contained in this CAP apply to all ground to air radio telephony transmission communications carried out.
Applicant A person seeking the issue, renewal or upgrade of a CAA Permission, Exemption, approval or authorisation.
Above Surface Level
ASL Reference to ASL in this CAP refers to the height above the surface being overflown
Car Park(s)
Where the words ‘Car Park(s)’ are used in the text of this CAP, they are intended to apply to Car Park(s) to which Spectators have access during the Flying Display and as such must be considered in the same manner as the Spectator Area.
Close Formation
Close Formation is defined as when an aircraft is flying in close proximity (usually within 50 metres) to another aircraft in such a manner as to require the following aircraft to take all external visual references solely from the lead aircraft.
Congested Area A Congested Area is defined in Schedule 1 of the ANO2.
Crowd Line The line delineating the closest edge of any area, including Car Park(s), accessible to Spectators with respect to the Display Area / Display line.
1 The Event Organiser (EO) and Airborne Flying Display Director (AFDD) might in some cases be
the same person. 2 For planning purposes and clarification, a golf course attached to a Congested Area is considered
as part of that Congested Area and must be treated as such when considering overflight restrictions.
CAP 403 Terminology and Definitions
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Term Abbreviation Definition Danger Area “Danger Area” means airspace which has been
notified as such within which activities dangerous to the flight of aircraft may take place or exist at such times as may be notified
Display Area The Display Area is the ground area footprint of the airspace within which displaying aircraft may be manoeuvred at a height below that imposed by SERA.5005(f)(1), SERA.5005(f)(2), subject to the limits of the Flying Display Permission, any further restrictions imposed by the FDD, and the pilot’s DA / Military Public Display Authority (PDA).
Display Authorisation
DA A national document detailing the groups and categories of aircraft in which a pilot is authorised to display, together with any limitations and other specific endorsements.
Display Authorisation Evaluator
DAE A person authorised by the CAA to conduct evaluations for the award of a Display Authorisation.
Display Item A single, formation or group of aircraft, flying as one single display ‘act’ throughout.
Display Line or Display Axis
A line defining the track along which displaying aircraft may operate.
Display Pilot A pilot who holds a Display Authorisation (DA) or exemption, issued by their National Aviation Authority, or an appropriate military Public Display Authority (PDA), or military Exemption, which allows them to participate in a Flying Display.
Display Routine A series of linked manoeuvres to be performed during a Flying Display
Essential Personnel
A person or persons authorised and permitted to be within designated restricted areas, forward of the Crowd Line, during a Flying Display. Examples of Essential Personnel include members of Emergency Services, essential ground support crew, ATS personnel, the FDD and members of the FCC, refuelling operatives, barnstorming display act ground participants when in conjunction with their specific role and CAA FSOs whilst pursuant to their duties. NOTE: Once a specific duty has been completed, those personnel become non-essential and must re-locate to an area compliant with published Flying Display lateral Separation Distances.
Event Organiser EO The EO is the person responsible for all matters pertaining to the wider planning and execution of an event that includes a Flying Display and for the safety of the general public, both at the event and those affected by the wider impacts of the event.
Fédération Aéronautique Internationale
FAI The world air sports federation.
CAP 403 Terminology and Definitions
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Term Abbreviation Definition Flying Control Committee
FCC A group of suitably experienced persons assembled to assist the FDD in safety management of a Flying Display.
Flying Display Any flying activity deliberately performed for the purpose of providing an exhibition or entertainment at an advertised event open to the public.
Flying Display Director
FDD The person responsible to the CAA for the safe conduct of a Flying Display3.
Flying Display Director Mentor
FDDM A FDD that has been accredited under the joint CAA / MAA FDD accreditation scheme so endorsed as to permit mentoring of aspiring FDDs.
Flypast An aircraft flying, either singly or in formation, past a gathering of Spectators along a pre-planned route without manoeuvring, other than when necessary for safe and accurate navigation. Accordingly, this will not include Aerobatic Manoeuvres. A Flypast is considered to consist of one single pass unless otherwise specified on the appropriate Permission.
Flypast (Mil) A Flypast (Mil) involves aircraft flying, either singly or in formation, over or past a gathering of Spectators along a pre-planned route without manoeuvring, other than when necessary for safe and accurate navigation. Accordingly, they will not include Aerobatic Manoeuvres.
Funeral Flypast / Funeral Flying Display
Flying activity performed on commemorative and 'in memorial' occasions. The terms 'Flypast' and 'Flying Display' in this context are as defined elsewhere in this section.
Military Aviation Authority
MAA The military authority responsible for the regulation of military-registered air systems, and military Flying Displays.
Minimum Aerobatic Height
The minimum height above which the aircraft must be capable of complete recovery from an Aerobatic Manoeuvre. This will be the most restrictive of: The minimum aerobatic height specified in the
Permission; The minimum aerobatic height quoted on
relevant pilot’s DA (in relation to the aircraft category being flown); or
The minimum aerobatic height imposed by the FDD.
MOD Occupied Property
Any premises occupied by or under the control of the MOD or any other visiting military force.
Minimum Separation Distance
MSD The minimum separation, in all directions, between any part of an aircraft in flight and the ground, water or any obstacle.
3 The Event Organiser and FDD might in some cases be the same person.
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Term Abbreviation Definition Minimum Pyrotechnic Release Height
MPRH The minimum height above surface level from which pyros may be ignited, released or emitting product such that any dross / embers are completely burnt out when reaching surface level.
Non-Aerobatic Flying Display
A Non-Aerobatic Flying Display is defined for these purposes as a display made up of manoeuvres which do not require the pilot to exercise the privileges of an Aerobatic DA; where Aerobatic Manoeuvres are as defined in Schedule 1 of the ANO.
Participant A Flying Display or Special Event performer, or any person directly involved in the conduct of a Flying Display performance.
Permission The document issued by the CAA permitting the proposed flying activity to take place.
Pleasure Flights Any passenger flight starting from, or arriving at, the display site (or adjacent site) purely for the purpose of Commercial Air Transport pleasure flying on the day of a Flying Display or Special Event.
Private Flying Display
Any flying activity deliberately performed for the purpose of providing an exhibition or entertainment at a private event requiring a Permission to operate contrary to the requirements of SERA.5005(f). (See also 'Flying Display'4)
Pyrotechnic Pyro Any article containing explosive substances, or a mixture of substances designed to produce heat, light, sound, gas or smoke or a combination of such effects through self-sustained exothermic chemical reactions.
Regulatory Article 2335
RA2335 Regulation detailing the requirements for Flying Displays held over MOD Occupied Property and events over non-MOD Occupied Property where the only participants are military registered aircraft.
Role Demonstration
Role Demo Any flying activity designed to demonstrate an aircraft’s performance commensurate with that normally carried out during routine operations and training.
Separation Distance
The lateral distance between the displaying aircraft and Crowd Line.
Secondary Spectator
A person viewing a Flying Display from a location which has not been specifically designated for Spectators by the EO or FDD.
4 Where reference in this CAP is made to a ‘Flying Display’ the content applies also to a ‘Private
Flying Display’.
CAP 403 Terminology and Definitions
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Term Abbreviation Definition Special Event Any flying activity deliberately performed requiring a
Permission to operate contrary to the requirements of the ANO, the Rules of the Air or SERA. Special Events include Funeral Flypasts, the dropping of articles and can include film work or any other unusual activity5.
Spectator A person attending a Flying Display specifically to witness the event.
Spectator Area An area specifically designated for Spectators by the EO or FDD and approved by the FDD for Flying Display safety purposes which includes all areas to which Spectators have access during the Flying Display.
Static Aircraft Park
An area used for the parking of aircraft to which the public may have access.
Swept Wing Jet Any jet aircraft the CAA classifies as ‘Swept’ including, but not limited to, those where the wing leading edge is at an angle of 30 degrees or more from the perpendicular to the longitudinal axis.6
Tailchase A Tailchase is defined as one or more aircraft following a leader through a series of manoeuvres.
Twilight The period from sunset to 30 mins after sunset; and from 30 mins before sunrise to sunrise, where sunset and sunrise are measured at surface level at the display location7.
Tyro Display Authorisation
TDA A display authorisation available to a newly qualified Display Pilot subject to the conditions detailed in CAP1724.
5 Special Event Permissions do not include aerobatics, unless otherwise stated 6 Classification of a particular aircraft type is the responsibility of the CAA. 7 Schedule 1 of the ANO refers to the definition of night.
CAP 403 General Information
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General information
Introduction
Flying Displays and aerial Special Events form a significant part of the UK leisure
industry. Organisation, administration and participation in displays needs careful
consideration if the highest safety standards are to be achieved and maintained.
This publication contains specific requirements and is intended as a code of best
practice. It offers guidance material to enhance the safety of both the Participants
and the Spectators.
Protecting the public is of paramount importance and as such any Participant or
organiser of a Flying Display or Special Event is responsible for carrying out their
tasks with the utmost professionalism and to the highest standards. Flying Displays
and Special Events must be carefully planned both on the ground and in the air and
nothing is to be conducted without careful thought towards ensuring that the risks to
the general public, spectators and flying and non-flying participants have been
considered and the activity is as safe as reasonably possible.
The impromptu, ad hoc, unrehearsed or unplanned must never be attempted.
Background
The Civil Aviation Act 1982 empowers the Civil Aviation Authority (CAA) to regulate
civil Flying Displays within the United Kingdom in accordance with the requirements
of the ANO. This publication sets out the safety and administrative procedures to be
followed by organisers and Participants at such events.
Military Flying Displays are referred to in Article 86 paragraph 15 of the ANO.
Military Flying Displays and Flypasts are conducted in accordance with Military
Aviation Authority (MAA) Regulatory Article 2335 (RA 2335).
Guidance is also provided, beyond the statutory requirements, so that experience
gained from past displays can be of use to those new to both the organisation and
participation in such events.
Unless otherwise stated, nothing in this publication is intended to conflict with the
ANO or other legislation, which, for the avoidance of doubt, must be regarded as
CAP 403 General Information
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overriding. Compliance with this publication does not by itself indemnify any person
or persons against liability for an accident or serious incident occurring.
Whilst every effort is made to ensure that all information is correct at the time of
publication, the CAA reserves the right to amend this document as required to
accommodate changes to the law, to correct errors and omissions, or to reflect
changes in national policy and good practise.
Throughout this document the following editorial practises and definitions shall apply:
• ‘Shall’ / ‘Shall not’ and ‘Must’ / ‘Must not’ are used to indicate a mandatory
requirement.
• ‘Should’ is used to indicate strong obligation.
• ‘May’ is used to indicate discretion.
Aeronautical Information Circulars (AIC) ‘Regulation of Flying Displays’ and
‘Notification of Unusual Aerial Activities’ are issued periodically to update the
information in this publication.
Further useful information can be found at www.caa.co.uk/General-
aviation/Displays,-events-and-activities/Flying-displays-and-special-events/
Safety Management
The Event Organiser or EO (as defined in this CAP) has overall responsibility for
the planning, organisation and wider aspects of public safety at a Flying Display
event.
The Flying Display Director or FDD (as defined in this CAP) is the person
responsible for the safe conduct of the flying activity carried out pursuant to a
Permission issued by the CAA.
For the avoidance of any doubt, the FDD must understand that they are responsible
for the safety risks posed by the planning and management of Flying Display activity.
They are also responsible for the oversight of pilots’ performance at the display.
They may be held accountable by the CAA for a failure to comply with the applicable
regulations, the conditions of the Permission or the requirements set out in this CAP.
CAP 403 General Information
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The EO is subordinate to the FDD in terms of managing and mitigating the risk
posed by Flying Display activity.
The FDD must ensure that pilots’ compliance with relevant regulations / conditions
are monitored throughout the display and that unsafe displays are terminated. They
should take into consideration the overall risk picture for the display and use all
available resources to support their decision-making.
Display Pilots are responsible for ensuring that they comply with the Rules of the
Air Regulations and the ANO, the conditions of their licence(s) and Display
Authorisation, and the conditions of a Flying Display Permission issued by the CAA8.
They will be accountable to the CAA for a failure to comply with any of the applicable
regulations or conditions. Pilots are reminded that it is an offence under the ANO to
recklessly or negligently endanger any person, property or aircraft.
Any EO, FDD or pilot that is unsure about their safety responsibilities at a Flying
Display should contact the CAA GA Unit to clarify the position.
Reporting
Open and honest reporting is an important part of an effective safety management
system; this allows all those involved in Flying Displays to learn from others’
incidents in order to prevent accidents in the future. The CAA applies a just culture
approach to reporting that provides protection and confidentiality to anyone that
reports a safety issue. Accordingly, the CAA welcomes open reporting from all
involved in Flying Displays such that they can be shared with others. Furthermore,
open reporting allows the CAA to focus its regulation and support efforts into the
areas that will make the greatest difference.
Any observation, incident or issue can be reported, no matter how small or
insignificant it might seem, and can cover aspects such as Human Factors, concerns
over performance, near misses or issues that might have led to an incident or
accident. Although FDDs must submit SRG1305 / Form 4, the joint CAA / MAA
‘Flying Display Director Post Display Feedback Form’, the same form may be used
by anyone wishing to report an issue in the interests of Flying Display safety. All
8 Applicable also to aircraft limitations and conditions as attached to a Certificate of Airworthiness or
Permit to Fly.
CAP 403 General Information
Edition 17 | February 2020 Page 21
reports will be treated confidentially, and all personal information will be removed
during any follow up to protect the reporter.
Participants, organisers and supervisors are also encouraged to report any incidents
or examples of errors involving human factors that occur during a display to CHIRP
who have a dedicated Flying Display reporting stream designed to promulgate to the
wider community any lessons learned that could be of benefit to others.
CAP 403 Chapter 1 – Flying Display legal requirements
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Chapter 1
Flying Display legal requirements
Article 86
1.1 The Air Navigation Order (ANO) defines a Flying Display as any flying
activity deliberately performed for the purpose of providing an exhibition or
entertainment at an advertised event open to the public. Article 86 details
the regulations for both the Flying Display Director (FDD) and participating
Display Pilots at such an event. The FDD must obtain, in writing, a
Permission to hold the event from the CAA and to participate in the event,
civilian Display Pilots must hold a Display Authorisation (DA) or a DA
Exemption.
1.2 Before a Permission can be issued, the CAA must be satisfied that the
FDD is a person who is fit and competent as an FDD, having regard in particular to their previous conduct and experience, their organisation, staffing and other arrangements, to safely organise the proposed Flying Display. To this end, the FDD is required to provide
such evidence and undergo such tests and examinations as the CAA may
require of them.
1.3 Similarly, before issuing a DA or DA Exemption, the CAA must be
satisfied that the pilot is fit to hold the authorisation and is qualified by having the knowledge, experience, competence, skill, physical and mental fitness to fly in accordance with the authorisation. To this end,
the pilot must provide such evidence and undergo such tests and
examinations as the CAA requires of them. Further details regarding DAs
are contained in CAP 1724.
1.4 In deciding if an application for a Permission under Article 86 is required,
the FDD should note that the ‘open to the public’ requirement is the
principal requirement rather than the ‘advertised’ element. If the general
public are permitted onto the site for the purposes of witnessing a Flying
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Display, with or without payment, an Article 86 Permission will be
required.
1.5 AOC Emergency Service Companies may be issued exemptions from the
provisions of Article 86 of the ANO 2016 (as amended) for the purpose of
Emergency Services Role Demonstrations at UK offshore sites and / or
UK onshore sites pre-notified to the CAA Flight Operations Inspectorate
(Helicopter) Section9.
Private Flying Displays
1.6 A Private Flying Display is defined as any flying activity deliberately
performed for the purpose of providing an exhibition or entertainment at a
private event – that is one that is not advertised or open to the public, but
which requires a CAA Permission or Exemption from any of the provisions
of SERA. Private Flying Displays must be organised and supervised by a
FDD / AFDD and the participating pilots are required to hold DAs.
Special Events
1.7 Flights at events that are not open to the public (Special Events) remain
subject to the Rules of the Air Regulations and the Standardised
European Rules of the Air (SERA). To hold such an event, an appropriate
Permission is to be sought from the CAA if there is a need to contravene
any aspect of these rules (low flying for the purpose of a Private Flying
Display for instance).
1.8 If it is intended to perform at such an event where a SERA Permission is
not necessary, a NOTAM is highly recommended in order to notify other
airspace users of this Unusual Aerial Activity. Display pilots / organisers
can obtain a NOTAM Request Form by email to: [email protected] or by
calling 01293 768202; this email / number is monitored Mon-Fri 0830-
1630. NOTAM requests should be submitted as soon as practicable to
ensure NOTAMs are promulgated in good time. In addition to the NOTAM
9 AOC Emergency Service Companies that hold Article 86 Exemptions may also perform Role
Demonstrations (in accordance with the conditions attached to such Exemptions) at Flying Displays without being included as a Display Item with the written invitation of the FDD.
CAP 403 Chapter 1 – Flying Display legal requirements
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request, it is highly recommended that if performing at such an event,
transponder equipped aircraft should transmit a conspicuity code
(squawk) of 7004 unless otherwise directed.
Dropping of articles (Article 89 of the ANO)
1.9 The dropping of articles at events that are advertised and open to the
public require an Article 86 Flying Display Permission in addition to the
Article 89 Dropping of Articles Exemption unless:
a) the articles to be dropped consist only of items not exceeding one
half kilogramme in weight
b) the dropping of the articles is confined to within a delineated area
clear of the assembled spectators
c) meteorological conditions are such as to allow flight under Visual
Flight Rules
d) the articles are dropped during a single flypast
e) A risk assessment is submitted with the Article 89 application
1.10 Nothing in this paragraph applies to Article 89 Dropping of Article
Exemptions for private occasions.
Aircraft Races and Contests
1.11 Aircraft races and contests, organised by officially recognised
organisations, are specifically exempt from the requirements of Article 86
of the ANO. However, where the public has access to the site of the race
or contest, the organiser should comply with those parts of this CAP
relating to public safety, particularly in relation to Minimum Separation
Distances between aircraft, in flight and on the ground, and the public.
1.12 Consideration must be paid to low flying rules, overtaking, landing with
occupied runways, etc and the appropriate permissions / exemptions
obtained.
1.13 Aircraft races and contests should be organised and managed in line with
the associated body’s framework of rules and guidelines.
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Fly-ins
1.14 CAA Permissions are not required for other flying events such as fly-ins,
provided none of the Article 86 qualifying conditions are met and all flying
activity is in accordance with the ANO and SERA.
Military events, venues and military participation in civil Flying Displays
1.15 Flying Displays over MOD Occupied Property10 are regulated by the MAA
and are not subject to an ANO Article 86 Permission11. Participation by
civilian pilots in such displays will be subject to compliance with the most
restrictive limits contained within the relevant CAA CAPs and RA 2335.
1.16 Flying Displays over non-MOD Occupied Property involving only military
registered aircraft are regulated by the MAA and do not require a CAA
Permission to be issued pursuant to Article 86(1) of the ANO.12
1.17 Before any military aircraft can participate in a UK Flying Display, its
participation must be approved by the MOD. In the case of UK military
aircraft, it can be assumed that the required approval has been given by
the MOD when the aircraft is allocated to the Flying Display by the
relevant Service.
Foreign participation
1.18 DAs issued by other countries may be accepted by the UK CAA for pilots
participating in Flying Displays in the UK where they provide a similar
level of assurance to the UK system. The limitations imposed on pilots
holding a DA issued in another country whilst displaying in the UK are the
more restrictive of the limits specified in the pilot’s DA or the limits
imposed in the Flying Display Permission or by the FDD.
1.19 Confirmation of the acceptability of holders of any other non-UK DA
should be directed to the UK CAA GA Unit.
10 Including MOD owned property 11 Article 86(15)(a). 12 Article 86(15)(b).
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1.20 Non-UK Pilots may hold, if they wish, a UK DA provided they meet all the
requirements specified in CAP 1724 and have been recommended to the
CAA by a UK DAE. The limitations of the UK DA will apply to Flying
Displays flown in the UK.
1.21 Alternatively, for non-UK pilots who do not hold a UK DA or a national DA
acceptable to the UK CAA, FDDs can apply for a UK DA Exemption using
Form SRG1328. Provided an application is acceptable, and depending
on the suitability of the candidate and the supporting information, the CAA
may mandate a practice / validation flight prior to any public display / DA
Exemption issue. Form SRG1329 must be submitted for practice /
validation flights mandated by the CAA.
Foreign military participation
1.22 Foreign military participants require the specific approval of the MOD
before participating in a UK Flying Display. FDDs should seek early
clarification from the MAA if they believe that such Display Items will be
participating in their Flying Display; refer also to Regulatory Article 2335.
1.23 In some countries, military-registered aircraft may be operated by non-
military organisations and civilian-registered aircraft may be operated by
military organisations. In both cases, the MAA and the CAA GA Unit
must be consulted for clarification as to whether a form of military Public
Display Authority (PDA) / validation or civilian DA / validation is required
prior to participating in a UK Flying Display.
Civil foreign registered aircraft
1.24 Where civil foreign registered aircraft are carrying passengers for valuable
consideration into an airfield hosting a Flying Display, a Permission under
Article 250 of the ANO may be required. The FDD should advise the
operators of such aircraft to contact the UK CAA (foreign carrier permits)
for further detail or clarification.
1.25 Civil foreign registered aircraft, other than those covered by ORS4 1249,
operating on any form of non-standard or restricted Certificate of
Airworthiness (equivalent to the UK Permit to Fly) require an exemption to
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fly in UK airspace. Exemptions are issued by the CAA Applications and
Approvals Department. In addition, for ex-military aircraft with a Maximum
Take-off Mass Allowed (MTMA) in excess of 2730kgs, a degree of
equivalence with BCAR A8-23/24/25/26 and CAP 632 will be required.
Details on making an application for an exemption to fly in UK airspace
can be obtained from the Applications and Approvals Department.
Further reading
1.26 In addition to the regulation referred to in this chapter, recommended
further reading includes:
Rules of the Air Regulations 2015
Rule 4 Aerobatic flights
Rule 10 Landing and taking off
Standardised European Rules of the Air (SERA)
SERA.5005 Visual Flight Rules
SERA.3210 Right-of-Way
Civil Aviation Authority Regulations 1991
Regulation 6 Guidance for the CAA Safety and Airspace Regulation
Group (SARG) on conduct of reviews of decisions or proposals made by
SARG
CAP 403 Chapter 2 - Applying for a Flying Display or Special Event
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Chapter 2
Applying for a Flying Display or Special Event
Applying for permission
2.1 This chapter deals with the process and information required by the CAA
when applying for a Permission to carry out a Flying Display or Special
Event. Applications do not necessarily need to be made by EOs or FDDs,
however, it should be noted that the CAA will correspond directly with the
FDD, or an agreed designated assistant, regardless of applicant,
concerning any issues raised during application processing for an Article
86 or Private Flying Display13 Permission.
2.2 An application for a Flying Display or Special Event Permission is made
online by either visiting the CAA website or selecting this link. All applications require:
a) A colour 1:50,000 scale Ordnance Survey map extract.
b) A list of participating aircraft. This list may be entered on the on-line
form itself or by using an aircraft Display Item schedule which can be
completed separately and uploaded with the application.
In addition, applications for Article 86 Flying Displays and Private Flying
Displays will also require a fully completed Flying Display Risk
Assessment. Further guidance on the production of a suitable Flying
Display Risk Assessment can be found at Appendix A.
2.3 If applying for an Article 86 Flying Display or Private Flying Display
Permission, the application incorporates a declaration in which the FDD
undertakes that the Flying Display will be conducted in accordance with
the relevant provisions of this CAP. Additionally, the FDD certifies that a
process is in place to communicate information concerning the handling of
potential hazardous materials or equipment contained within performing
aircraft to Emergency Services in the event of an incident.
13 As defined in this CAP.
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2.4 If applying for an Article 86 or SERA Permission to conduct a Flypast,
unless otherwise informed, the CAA will issue a Permission for a single
Flypast as defined in this CAP. If multiple Flypasts are required, details of
the intended number of passes must be entered in the ‘display item
description’ area of the online application form so that any Permission can
be issued accordingly.
Identifying the permission required
2.5 The following tables can be referred to when determining the type of
Permission required for a proposed event. It should be noted that the
CAA will not issue an Article 86 or SERA Permission for any event over or
centred on MOD occupied property or for any event over civilian land
where the only participants are military registered aircraft.
Events Over Civilian Land
Type of Event Advertised and open to the public Not advertised and private
Applicable Permission Article 86 Permission SERA Permission
Permission in place Yes No Yes No
Registration of aircraft Mil Reg Civ Reg Mil Reg Civ Reg Mil Reg Civ Reg Mil Reg Civ Reg
Permitted Activity
Display Flying
Role Demo
Flypast (Mil)
Display Flying
Flypast
Role Demo
Flypast (Mil)
None (regardless of height)
As per Permission
As per Permission
Role Demo
Flypast (Mil)
In accordance
with ANO/SERA
Regulation (most
restrictive of)
CAP 403
RA 2335
CAP 403 RA 2335 N/A
CAP 403
RA 2335
CAP 403 RA 2335 ANO/SERA
CAP 403 Chapter 2 - Applying for a Flying Display or Special Event
Edition 17 | February 2020 Page 30
Events Over MOD Occupied Property
Military Regulated
Registration of aircraft Military Reg Civilian Reg
Type of Event Flying Display Other Event Flying Display Other Event
Permitted Activity Display Flying
Role Demos
Flypast (Mil)
Role Demos
Flypast (Mil)
Display Flying
Flypast As per the
ANO/SERA
Regulation (most restrictive of) RA 2335 RA 2335
RA 2335
CAP 403 ANO/SERA
The Map
2.6 The colour 1:50,000 scale Ordnance Survey map extract must clearly
show the event location and the layout of the site including:
a) Boundaries of the Display Area
b) Any relevant features within the Display Area, including but not
limited to:
i) Buildings potentially occupied by non-essential personnel
ii) Areas where secondary spectators might assemble
c) Spectator Areas and Car Parks
d) Features outside of the Display Area that are put at increased risk as
a result of the display taking place including, but not limited to:
i) Congested Areas
ii) Masts, railway lines, bridges and other local infrastructure
iii) Major / busy roads
iv) Areas where secondary spectators assemble
The following example shows a simple Display Area:
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The following example illustrates a case where ‘sub-areas’ have been
used.
For further information on Display Areas and associated ‘sub-areas’ see
Chapter 5.
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Flying Displays and Special Events featuring only military aircraft
2.7 If your Flying Display or Special Event includes only military aircraft, you
must notify the CAA separately using DAP1920D: Request for Airspace
Coordination and Notification - Air Displays or DAP1920F: Request for
Airspace Coordination & Notification – Flypasts as appropriate.
Charges
2.8 The actual charges payable are as published in the CAA Scheme of
Charges (General Aviation).
2.9 The total payment due is automatically calculated whilst completing the
on-line application form and the amount payable is quoted at the
appropriate stage of the process. Payments can be made by credit or
debit card.
2.10 Payment in full is to be made at the time of submission of the completed
on-line application form.
Flying Display charge bands
2.11 The amount payable is dependent on the number of chargeable Display
Items, and a ‘Display Item’ is defined as ‘a single, formation or group of
aircraft, flying as one single display act’ throughout14.
Exempt items
2.12 The following items are currently exempt from charges:
a) Any race, rally or competition event
b) Any parachute display
c) Any balloon display
d) The dropping of ashes
e) The dropping of poppies for religious or ceremonial purposes
14 Random collections of aircraft are not considered to be a single Display Item unless they are flying together as a Formation.
CAP 403 Chapter 2 - Applying for a Flying Display or Special Event
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Assessment of charges
2.13 If in doubt about the amount payable, please contact the CAA GA Unit
(01293 573988).
Feedback
2.14 Feedback will be provided by email from the CAA following assessment of
applications received for Article 86 Flying Display or Special Event
Permissions within 7 days of receipt.
CAP 403 Chapter 3 – Application Timescales
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Chapter 3
Application Timescales
Notification to the CAA
3.1 The smooth and expeditious planning for a Flying Display, or any other
Special Event, requires that various applications are made to the CAA
within an appropriate timescale. These timescales are dictated by the
requirements of the CAA to discharge their obligations to third parties, to
achieve preparation of appropriate documentation including various
regulations in the case of a Restricted Area (Temporary) (RA(T)) and to
achieve satisfactory dissemination of the information to all interested
parties. The timescales given below are the minimum required. Where
possible, and certainly in the busy summer months, applicants are
requested to submit applications with as much time prior to their event as
possible.
90 days prior to the event Restricted Area (Temporary) (RA(T))
3.2 Applications should be made to [email protected] in respect of a RA(T)
for all events at least 90 days prior to the event15.
3.3 RA(T)s may be available for any Flying Display sited at natural choke
points, in otherwise unprotected airspace such as coastal events or where
the size and nature of the event warrant the setting up of a RA(T). EOs
should contact [email protected] for guidance.
15 RA(T)s are automatically provided for the Royal Air Force Aerobatic Team (RAFAT) The Red
Arrows and other major military Formation Display Teams but only for the duration of their display plus a small margin.
CAP 403 Chapter 3 – Application Timescales
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60 days prior to the event Air Traffic Service arrangements
3.4 If it is intended to establish a Temporary Air Traffic Control (ATC) Unit at
an event, the provider of ATC must be nominated and is required to apply
to the appropriate CAA Air Traffic Management (ATM) regional office.
3.5 Established ATC Units intending to facilitate a Flying Display or Special
Event that involves any new, or significant changes to established ATM
arrangements at their units should notify their ATM regional office.
3.6 EOs who wish to provide a Flight Information Service (FIS) at a temporary
site, or an established site not normally providing a FIS, are required to
apply to the appropriate CAA ATM regional office and also submit a
completed form OfW586a to Ofcom, FAO Spectrum Licensing
(Aeronautical).
3.7 If an EO is intending to provide a FIS, procedures for safe and efficient
management of flights shall be collated and submitted. Guidance for the
format of the local instructions is detailed in CAP 797 Flight Information
Service Officer Manual.
3.8 A copy of the proposed Manual of Air Traffic Services Part 2 (MATS Part
2) should be submitted to the CAA ATM Regional Office as soon as
possible but no later than 60 days before the event. Guidance on the
format of the MATS Part 2 is provided in CAA CAP 670.
Frequency allocation
3.9 A request for a frequency is integral to the ANO approval process. FDDs
seeking approval are advised to apply as early as possible but on no
account later than 60 days prior to the event. Initiation of the frequency
allocation process is achieved through submission of form OfW586a
Aerodrome licence
3.10 Where the event is held at a licensed aerodrome the licensee remains
responsible for ensuring that the conditions of the aerodrome licence are
not contravened. If any such condition is likely to be contravened then
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discussion must take place between the FDD, the Aerodrome Licensee
and the CAA ([email protected]) at least 60 days prior to the event.
3.11 In the case where a temporary aerodrome licence is required, an
application must be made to the CAA ([email protected]) at least
60 days prior to the event on Form SRG 2003. Further information can be
obtained from the CAA ([email protected]) and CAP 168 Licensing
of Aerodromes.
42 days prior to the event Notification to the CAA GA Unit and CAA Airspace Regulation Department
3.12 It should be noted that it may not be possible for the CAA to process applications and issue the required Permission with less than 42 days’ notice.
3.13 To discharge its obligations and issue the necessary Permissions or
Exemptions, the CAA GA Unit and Airspace Regulation Department
require full details of the event, including press or practise days.
3.14 Complete applications, including map, Risk Assessment (if required),
details of display items (as known) and appropriate payment (by credit /
debit card) should reach the CAA GA Unit at least 42 days before the
display date.
3.15 If the event consists of, or includes, military aircraft carrying out a Flying
Display or military Parachute Display Teams the FDD must complete and
submit form DAP1920D no later than 42 days before the event.
3.16 It is appreciated that FDDs might not have complete details of the
participating display items this far in advance. The CAA GA Unit and
Airspace Regulation Department will, therefore, accept forms where the
participating aircraft section is still incomplete to allow processing to start.
The full list of aircraft must be submitted as soon as it becomes available.
CAP 403 Chapter 3 – Application Timescales
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30 days prior to the event
Air Traffic Service personnel
3.17 Air Traffic Control Officers (ATCOs), or Flight Information Service Officers
(FISOs) intending to provide an ATS at a Flying Display or Special Event
based at a temporary site, or a site not normally providing the service
intended must ensure that they:
a) Provide a minimum of 30 days’ notice to the appropriate Principal
Inspector (ATM) specifying the type of service they wish to provide,
confirming their licence details and requesting examination dates
b) Submit completed Forms SRG 1411b or SRG 1414
c) In the case of ATCOs, comply with the relevant requirements of CAP
1251.
14 days prior to the event
Military aircraft
3.18 If your event consists of, or includes, military aircraft Flypasts you must complete and submit form DAP1920F no later than 14 days before the
event.
CAA GA Unit
3.19 Providing complete and accurate applications for either Article 86 Flying
Displays or Special Events have been received by the CAA GA Unit no
later than 42 days prior to the event date, the appropriate Permissions
should be issued no later than 14 days prior to the event. However, for late applications and those requiring extensive correspondence due to being incomplete or inaccurate on receipt, this may not be possible.
3.20 It is recommended that applicants contact the CAA GA Unit if the required
Permission has not been received 10 days prior to the proposed event.
3.21 With the exception of ashes drops and funeral Flypasts, applications received within 7 days of the event date will not be processed.
CAP 403 Chapter 4 – Personnel
Edition 17 | February 2020 Page 38
Chapter 4
Personnel
Lines of responsibility
The Event Organiser (EO)
4.1 The EO is responsible for the planning, organisation and wider aspects of
the Flying Display and any event surrounding it. The EO is ultimately
responsible for the conduct of the event and the safety of the general
public but is subordinate to the FDD in matters relating to air safety.
4.2 When an event involves a Flying Display the EO is responsible for risk
management as it pertains to the wider event itself and shall have a
working knowledge of this CAP.
4.3 Further guidance specific to EOs is contained in Chapter 7.
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Edition 17 | February 2020 Page 39
The Flying Display Director (FDD)
4.4 As defined by Article 86(1) of the ANO no person may act as the
organiser of a Flying Display (FDD) without first applying for and obtaining
the Permission of the CAA for that display.
4.5 The FDD is the person responsible for the safe conduct of the flying
activity carried out pursuant to that Permission, and for compliance with
the conditions contained within it16.
4.6 For the avoidance of any doubt, the FDD must understand that they are
responsible for the safety risks posed by the planning and management of
Flying Display activity. They are also responsible for the oversight of
pilots’ performance at the display. They may be held accountable by the
CAA for a failure to comply with the applicable regulations, the conditions
of the Permission or the requirements set out in this CAP.
4.7 The EO is subordinate to the FDD in terms of managing and mitigating the
risk posed by Flying Display activity. Therefore, the FDD must have a
comprehensive knowledge of this CAP and ensure that all aspects
relating to the Flying Display activity are complied with.
4.8 At a Flying Display with up to 6 items, the role of EO and FDD may be
combined. It is however recommended to separate these two duties
where possible.
Airborne Flying Display Directors (AFDD)
4.9 AFDDs have all of the responsibilities of FDDs as set out above in
addition to the airworthiness and safe conduct of the aircraft under their
command.
4.10 AFDDs shall have a comprehensive knowledge of this CAP and comply
with all the relevant aspects of it.
4.11 Further guidance for FDDs and AFDDs is contained in Chapter 8.
16 applicable also for Permissions issued for Private Flying Displays.
CAP 403 Chapter 4 – Personnel
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Flying Control Committee (FCC)
4.12 The FCC is appointed by the FDD and should, whenever possible,
consist of a core of pilots with experience on the categories of aircraft
being flown at the Flying Display. The FCC may be supplemented by
other suitably experienced persons. Additionally, some members of the
FCC should hold, or have held, a UK DA or UK PDA.
4.13 Further details on FCC’s can be found in Chapter 8.
Flight crew
4.14 Civilian Display Pilots are responsible to the FDD for the safe conduct of
the aircraft they are operating whilst performing at a Flying Display. They
shall provide up-to-date documentation to the FDD pertaining to
themselves and their aircraft and must ensure that their aircraft are
airworthy, as required by the ANO. Further, any CAA Exemptions issued
must be complied with when used and full documentation provided to the
FDD.
4.15 Formation leaders are responsible for ensuring the safe flight of a
formation. The leader must ensure that the pilots in the formation are
suitably qualified and that formation flying activity is comprehensively
briefed. Details regarding pilot qualification, currency and permissible
formation flight can be found in CAP 1724.
4.16 Military Display Pilots are responsible to the FDD for the safe conduct of
the aircraft they are operating whilst performing at a Flying Display.
Military Display Pilots are approved and authorised by the MOD and are
responsible for complying with any military specific limitations or
regulations.
CAP 403 Chapter 5 – The Flying Display – planning and categorisation
Edition 17 | February 2020 Page 41
Chapter 5 .
The Flying Display – planning and categorisation
Site assessment
5.1 Where the Flying Display is held at a licensed aerodrome, the aerodrome
licensee, their representative or the aerodrome operators (if the
aerodrome is unlicensed) must be involved at all stages of preparation for
the Flying Display.
5.2 While many Flying Displays and Special Events are held at licensed
aerodromes and can take advantage of facilities already available, many
are staged at other sites. In assessing any proposed site, the following
aspects should be taken into consideration:
a) The suitability of surfaces used by aircraft for take-off, landing and
taxiing
b) The take-off and landing distances available and required
c) Obstructions in the vicinity with regard to the aircraft types which are
expected to take part
d) The proximity of Congested Areas.
e) The proximity of any sensitive or restricted areas. Local Police
should be able to advise on such areas
f) The presence of livestock or wildlife conservation areas. The local
branch of the National Farmers’ Union can often help in identifying
the owners of particular fields
g) The proximity of controlled airspace, aerodromes, heliports,
helipads, airstrips, microlight sites, ballooning sites, parachuting,
hang gliding, gliding, ridge soaring, paragliding sites, danger areas,
firing ranges, model aircraft flying sites and visual reference points
h) The availability of clear entry and exit routes for on and / or off-site
Emergency Service vehicles appropriate to the scale of the event
CAP 403 Chapter 5 – The Flying Display – planning and categorisation
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5.3 In assessing the suitability of a possible display site consideration should
be given to the aircraft types intended to participate with specific regard to
the ground area and vertical space likely to be required.
Spectator areas and car parks
5.4 Sites for Spectator Areas and Car Parks require careful selection. Any
area to which spectators have access must never be located closer than
the appropriate Separation Distance to the planned Display Area or lie
underneath it.
5.5 Normally Spectator Areas and Car Parks will be confined to one side of
the site thus allowing aircraft maximum freedom of movement on the other
side.
5.6 If no practical alternative exists, Spectators’ vehicles and visiting aircraft
may be parked under the Display Area provided the EO and / or FDD
does not permit access to these areas by the public for the duration of the
Flying Display.
5.7 Spectator Areas and Car Parks must be sited away from taxiways and
runways and so arranged that no part of a taxiing aircraft passes within 10
metres of the Spectator Area or Car Park. This distance will need to be
increased significantly if Spectators are positioned behind or close to
areas where aircraft are using significant amounts of power, such as
ground running of engines (particularly in the case of high powered
aircraft and large helicopters) and turning.
5.8 Spectators must not be allowed closer than 15 metres to any fixed
refuelling area, nor closer than 15 metres radially from any fuelling or
venting point on an aircraft or bowser whilst refuelling is being carried out.
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Drones and balloons
5.9 Gas-filled toy balloons when released are a potential hazard to aircraft
and the sale of such is not to be permitted in public enclosures.
5.10 Existing legislation provides that unmanned, gas-filled advertising
balloons must not be flown in captive flight at or near an aerodrome
without written Permission from the Airspace Regulation Department. Any
such balloon, or other obstruction with vertical extent such as tethered
hot-air balloons and bungee jumping cranes, must be lowered to ground
level during the period of the display.
5.11 The use of drones (UAVs) by the general public at Flying Displays poses
a possible risk to aircraft and must not be permitted. Consideration must be given to raising public awareness of their legal responsibility and the
importance of compliance. Possible measures include signage,
information on tickets, social media and advice from the commentator.
Members of the event staff and attending Emergency Service officers
should be briefed to intervene as appropriate if drone operation is
suspected or observed. Additional information can be found on the CAA
website at http://www.caa.co.uk/Consumers/Unmanned-aircraft-and-
drones/ and at Dronesafe where a simple ‘Drone Code’ can be found. For
relevant legislation refer to Articles 94 and 95 of the ANO.
Commentator and public address systems
5.12 A public address system covering the Spectator Area is essential. Such a
system, when installed, must be audible throughout the whole Spectator
Area.
5.13 A robust means of communication between the FDD and the
commentator must be in place in order to communicate any programme
changes, important messages or rapidly broadcast any emergency
information to the public. Ideally the commentator and the FDD will be co-
located.
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5.14 If an emergency arises, the commentator will be essential in crowd
control. FDDs must ensure that the commentator is in possession of a
pre-scripted emergency message covering major emergencies.
Secondary spectator considerations
5.15 It is important to consider at the planning stage the likelihood and
management of areas of potential secondary spectator build up, along
with actions that can be put in place to help prevent such gatherings.
Examples of possible actions include agreements with local landowners,
road and footpath closures, the screening of vantage points, signage,
articles in local newspapers and public forums, on the day patrols, etc.
Parking and ground manoeuvring of aircraft
5.16 Aircraft taking part in the Flying Display should be segregated from both
visiting and static aircraft parks. Aircraft may be moved from these
locations if they are required to take part in the Flying Display, however,
aircraft in static parks should not start engines or APUs in these areas as
they could present a hazard to the public.
5.17 Appropriate security should be in place to guard against interference with
aircraft. Pilots should be advised to ensure that aircraft starting systems
are isolated and access points locked if possible. Fire extinguishers
should be readily available and aircraft should be parked so that fire
vehicles can achieve easy access and move freely amongst them.
Parking areas must be out of bounds to Spectators when aircraft engines
are running or aircraft are taxiing.
5.18 Where possible, taxiing parallel to the Crowd Line, shutting down and
towing or pushing into place should be considered during the planning of
marshalling activities. Consideration must also be given to any planned
arrivals of aircraft without brakes or possessing poor turning capability.
5.19 Helicopters should, if capable, only be permitted to ground-taxi. If unable
to ground-taxi, they should only be permitted to hover-taxi in ground
effect.
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5.20 Effective barriers and marshalling arrangements are required to keep
Spectators clear of aircraft manoeuvring areas at all times. Pilots and
passengers of visiting aircraft must remain behind the Crowd Line during
the period of the display.
5.21 In the interests of safety, smoking must not be permitted in Aircraft
Parking Areas or Static Aircraft Parks.
5.22 Aircraft may take-off and land provided the runway centre line is at least
75 metres from the Crowd Line17. For multi engine aircraft consideration
should be given to increasing this distance. The CAA GA Unit may grant a
concession to allow a lesser distance where geographical or
topographical features or the layout of the airfield restrict the distances
available. The granting of any such concession is conditional on the type
of aircraft involved.
Summary of separation distances for Flying Display planning
5.23 The following table summarizes the separation distances to be complied
with when planning a Flying Display:
Summary of separation distance considerations for Flying Display planning
Distance between spectators and any part of a taxiing aircraft 10 metres
Distance between spectators and any refuelling or aircraft fuel
vent point 15 metres
Distance between Spectator Areas and runway centreline 75 metres
17 For formation departures, or departures from airfields with unmarked grass runways, the minimum
distance is from the centre line of the ground track of the aircraft nearest the spectators.
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Hazardous materials
5.24 All operators of aircraft used for flying displays are required to identify,
and where practicable replace or remove18 any materials that might be
hazardous to first responders and other personnel in the event of an
accident.
5.25 Information of hazardous materials must be included on part 2 of
SRG1327 (Display Pilot’s / Aircraft Owner’s / Operator’s Certified
Declaration for submission to the FDD) and submitted prior to the display.
Such information must include the Hazard Type and classification, PRT
(for pyrotechnics), location, quantity and advise on safe handling along
with contact details for specialist individuals or organisations who are
available on the day of the event and capable of offering further advice. It
is also highly recommended that this information is supplemented with
Safety Data Sheets for each product (where available). FDDs are required
to check this information and ensure that they have a means of
communicating this information to the Emergency Services, should an
accident or incident occur.
5.26 As military participants are not required to submit an SRG1327 certificate,
the FDD is to obtain details of any hazardous materials contained on or
within the display aircraft along with contact details for competent persons
and organisations as above. Military pilots can advise on the specific
hazardous materials in relation to their aircraft.
Display area
5.27 It is important that the Display Area intended to be used is considered and
decided on early in the planning stage; the Display Area should be
18 Any replacement or removal must be carried out with the support of the aircraft’s Maintenance
Organisation and / or Continued Airworthiness Management Organisation. Any removals which constitute a Design Change shall be approved in accordance with the aircraft’s Continuing Airworthiness requirements.
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suitable for all wind conditions in which the participating aircraft are likely
to display.
5.28 The size of the Display Area, and the nature of its surroundings, should
dictate the type of Display Items that are suitable for the venue. This
evaluation may raise the question as to whether or not any form of Flying
Display is suitable at the proposed site.
5.29 A cross section through a typical Display Area, adequate for the majority
of Flying Displays is shown below:
5.30 A Display Area can, if desired, be split into sub-areas (area ‘A’, area ‘B’,
etc) with varying base minima. This allows the FDD to take different
approaches to mitigating hazards within the areas and provide an area for
transiting between SERA requirements and display minima. A cross
section through such a Display Area is shown thus:
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5.31 For standardisation, when using 'sub-areas', the inner most area where
operation to display minimum is permitted should always be designated
'Area A'.
5.32 Deciding on the size and shape of the Display Area during the planning
stage will help in highlighting any specific areas of concern such as major
/ minor roads, adjacent congested / built up areas, likely areas for
gatherings of secondary spectators, terrain, etc. Once identified these
issues will assist in the production of the Flying Display Risk Assessment
and help define appropriate mitigating actions.
5.33 FDDs should endeavour, through mitigating actions and other
arrangements, to produce a Display Area unhindered by ’avoids’ so that
participating pilots are free to focus on producing a smooth, flowing, safe
display rather than being concerned about manoeuvring to avoid
hazards19.
19 Note: These example maps are for illustration purposes only.
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5.34 Once the Display Area has been promulgated, Display Pilots should
review any aspects of their display that might not fit within the available
Display Area and adjust accordingly. Where these changes constitute a
variation to their 'practised display', they should ensure they have
adequate opportunity to practise any modifications before the display.
Pilots who are required to substantially alter or restrict their display must not be pressured into flying an unpractised display.
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Separation Distances
5.35 Aircraft are not permitted to display above any point on the surface closer
to any area occupied by spectators or their vehicles than that specified in
the following table as appropriate to the display speed of the aircraft. For
aircraft flying in formation, the distances are applicable to the aircraft
performing nearest to the Crowd Line.
5.36 The minimum lateral Separation Distances between display aircraft and
Crowd Line are as follows:
Type of aircraft Type of display Separation distance
All aircraft All fixed and rotary-wing aircraft displays
230 metres
All aircraft Speed greater than 300KIAS with velocity vector towards crowd
450 metres
For the following aircraft and activities, reduced minimum separations are permitted:
Type of aircraft Type of display Separation distance
Light Aircraft MTOM less than 1200kg and speed less than 150KIAS
150 metres
Rotary-wing Non-aerobatic flight and under-slung load operations
150 metres
VSTOL Aircraft Vertical take-off and landing, and non-wing borne flight at low speed
150 metres
VSTOL Aircraft Conventional wing borne flight 230 metres
5.37 If a formation consists of aircraft that are permitted to use different
separation distances, the formation leader must ensure that the aircraft
closest to the crowd line maintains the most restrictive separation
distance.
5.38 The speed ranges given above are the speed of the aircraft at any
particular time during the display. The pilot may use the separation
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distance appropriate to the speed of the aircraft at the time of each
manoeuvre / pass.
5.39 On a case by case basis, the CAA will consider applications to display at
the reduced Separation Distance of 150 metres where MTOM of
participating aircraft is greater than 1200kg but mass at time of display is
less than 1200kg.
5.40 CAA Exemptions to the Separation Distances quoted in the table above
have been issued. Holders of such Exemptions are permitted to operate
to the Separation Distances contained therein provided the qualifying
conditions are met. The FDD is responsible for assessing whether or not
operation to the permitted Separation Distance contained on the
Exemption is appropriate to the specific venue, therefore, operation to the
Exemption minima requires the agreement of the FDD. If verification of
an Exemption is required, the FDD should contact the CAA GA Unit.
5.41 Manoeuvres such as high angle of attack passes, touch-and-goes and
simulated go-arounds, or those which include a change of aircraft
configuration, are to be flown in accordance with the Minimum Lateral
Separation Distance table above.
Holding areas
5.42 During the planning stage, consideration should be given for the need to
locate, identify and appropriately position aircraft holding areas. Holding
areas should be away from controlled airspace, ideally positioned so as
to avoid unnecessary over-flight of local sensitive or congested areas.
Details of holding areas must be included in the display pilot’s written
brief and covered in display briefings.
Minimum heights
5.43 FDDs should consider imposing minimum height restrictions and avoids
over sensitive local areas and Congested Areas. Details of any
restrictions imposed must be clearly promulgated in the display pilot’s
written brief and included within the Flying Display Risk Assessment.
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5.44 FDDs must ensure that pilots are advised of the minimum heights
applicable at the Flying Display both in the display pilot’s written brief and
in display briefings.
5.45 Military pilots participating in a civil Flying Display must advise the FDD of
their individual height minima. Article 86 of the ANO stipulates that
military pilots are subject to the more restrictive of the limits imposed by
RA 2335 or the Flying Display Permission.
Categorisation of a flying display
5.46 The following table should be used by the FDD to categorise the Flying
Display into the appropriate Tier20. The FDD applying for a Flying Display
Permission must be accredited to at least the same Tier as that of the
display21. FDDs should note that the CAA may categorise the Flying
Display at a different Tier on review of application.
No of Display Items Low Complexity High Complexity
Low Energy High Energy Low Energy High Energy
1 Tier 1 Tier 1 Tier 1 Tier 1
2-3* Tier 1 Tier 2 Tier 1 Tier 2
4-7 Tier 1 Tier 2 Tier 2 Tier 2
8-12 Tier 2 Tier 2 Tier 2 Tier 3
13+ Tier 3 Tier 3 Tier 3 Tier 3
* If the event consists of Flypasts only it can be considered Tier 1.
High Energy. Flying Displays shall be considered as High Energy if they
contain aircraft >1200kg maximum take-off mass and a display at >150KIAS.
All other displays should be considered Low Energy.
Complexity. FDDs should consider the following when making a judgement
on whether an event is High or Low complexity:
20 Any Flying Display with a High Energy display team consisting of 2 or more aircraft (e.g. RAFAT)
shall be categorised as at least a Tier 2 Flying Display. 21 Emergency service Role Demos do not have be included in the number of Display Items in the
table above.
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a) Airspace. Consider the complexity of the airspace surrounding the
display venue, including proximity to controlled airspace or areas with
specific limitations that might affect the type of aircraft displaying
b) Geography. Consider the difficulty of the terrain in addition to spectator
and event layout
c) Built Up Areas. Consider the proximity, density and size of adjacent
built up and Congested Areas
d) Secondary Spectators / other members of the public. Consider the
likelihood and controllability of spectators gathering outside the
designated Spectator Area and any effect the display might have on
members of the public in the vicinity. Consider the proximity of major
roads, railway lines and local infrastructure and how busy they are
e) Display Length. Consider the effect of the Flying Display window on
deconfliction issues, e.g. 3 items over 2 hours may be less complex
than 3 items over 15 minutes
f) Display Team Size. Consider the number and type of aircraft in a
display team with respect to the size and nature of the display venue
g) Event Type. Consider the type of event and how flying activity is
integrated; is the Flying Display the focus of the event or just an
additional attraction?
Use and allocation of radio frequencies
5.47 With the exception of small events, most Flying Displays will require the
use of some level of radio communications. Details of the ATS aspects,
allocation of frequencies and the use of frequencies can be found in
Chapter 9.
5.48 Where feasible and within the constraints covered in Chapter 9, FDDs
should endeavour to allocate a quiet frequency for use during the Flying
Display with another frequency being available for administrative
requirements and communication with non-display aircraft.
Airspace considerations
5.49 NOTAM. A NOTAM acts as a warning to other airspace users that an
activity is taking place at a specified location for a specified time and may
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by itself be sufficient for small events. A NOTAM extending 2000 feet
vertically and 1.5nm horizontally will be automatically issued with each
application. The FDD should consider whether this is sufficient to cover
all planned activity. A space is provided on the application form to apply
for any additional requirements.
5.50 Restricted Area (Temporary) (RA(T)). For larger or more complex
events a RA(T) may be requested. It is important to ensure that the
airspace requested meets the requirements of the event, allowing for
practises and validations where appropriate. Careful planning of the size,
shape and times of the RA(T) should provide adequate protection to
participants whilst causing as little disturbance to other airspace users as
possible.
5.51 Where the event is adjacent to controlled airspace, either laterally or
vertically, it is important not to create an unintentional ‘rat run’ through
which other aircraft may try to transit, and it may be preferable for the
RA(T) to be hard up against the other airspace to prevent this.
5.52 Applications for RA(T) should be made to [email protected] within the
timescale prescribed in Chapter 3.
Use of Transponder
5.53 To provide a level of conspicuity, it is highly recommended that
transponder-equipped display aircraft should transmit the published
conspicuity code (squawk) of 7004, unless otherwise directed.
Insurance
5.54 Although there is no requirement within UK civil aviation legislation for
third party insurance cover of Flying Displays and other aviation events,
EOs and Participants are strongly advised to give this particular aspect
due consideration. Insurance cover is normally conditional on compliance
with legal requirements, and violation of the law or the conditions of a
Permission or exemption may render insurance invalid.
5.55 EOs and FDDs are strongly advised to seek professional guidance on
liability aspects and to obtain advice from a reputable insurance broker
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with aviation experience as to the appropriate level of third party liability
coverage that should be affected.
5.56 The MOD will require EOs / FDDs to buy into the MOD insurance policy
as a condition of allowing military aircraft to take part in the Flying Display.
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Chapter 6
The Flying Display – Management
Display Line
6.1 Displaying aircraft perform relative to a Display Line which must be
clearly identified. Where the Display Line is not clearly delineated by a
paved runway or other obvious line feature it should be marked with day-
glo pyramids or panels, whitewashed lines or by some other suitable
method22.
6.2 Marking of more than one Display Line is at the discretion of the FDD.
Ideally, two clearly defined lines, covering the Separation Distances most
likely to be used by pilots during the Flying Display should be presented,
allowing pilots to interpolate for intermediate distances.
6.3 FDDs may find it helpful to identify and mark a number of specific points
(e.g. the display datum, if one is required) to help pilots position for the
benefit of the spectators. The location and rationale for the marked points
should be included in all pilot briefing material.
6.4 At sea-front displays it is essential that the Display Line is marked with hi-
visibility buoys or marker floats. Additionally, unless a suitable feature
cannot be clearly designated for the purpose, a distinctive buoy or group
of buoys should be used to mark display datum, if a datum is required.
Display area restrictions
6.5 Within the Display Area, Display Pilots must not perform aerobatics, or fly
below 500ft above the surface in non-aerobatic flight, over any building,
vessel or vehicle which the Pilot in Command has reason to believe is
22 FDDs should be cognisant of recognisable features that might be a distraction to Participants
when considering the requirement to mark the main display line, e.g. a non-parallel taxiway or runway.
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occupied by non-essential personnel or known secondary spectator
crowds.
6.6 Outside of the Display Area, aerobatic flight may be performed in
accordance with SERA23, to allow aircraft positioning / repositioning
between manoeuvres.
6.7 Owners / occupiers of buildings located beneath a Display Area may be
contacted and, if any building can be guaranteed to be unoccupied for the
duration of the Flying Display, no restriction would be necessary provided
full details of the hazard, risks and mitigations, including copies of the
written confirmation from the owners / occupiers, are included in the
Flying Display Risk Assessment.
Over-flight of spectators
6.8 Display aircraft are not permitted to overfly the Spectator Area unless with
the specific written Permission of CAA GA Unit.
6.9 Permission may be granted for crowd rear arrivals provided the
application is for an established Formation Team of similar powered fixed
wing aircraft, supported by a comprehensive Flying Display Risk
Assessment (updated annually).
Setting of minimum heights
6.10 Where Flying Displays are held at an aerodrome, the CAA will normally
authorise the FDD to allow pilots to fly down to the minimum height
specified in their individual DA.
6.11 Where Flying Displays are held away from an aerodrome, the CAA will
impose a minimum height24. This is usually 200 feet AGL over land and
100 feet ASL over water25. In these circumstances the minimum height
23 Flying Displays, air races and contests were removed from the scope of General Permissions
concerning Exceptions to SERA minimum height requirements, in particular ORS4 No. 1174, following publication on 10 March 2016 of Air Accidents Investigation Branch Special Bulletin S1-2016.
24 Note, although the heights quoted in this paragraph are the usual heights permitted, when assessing an application, the CAA may impose a higher minimum than those quoted.
25 Displays during twilight will usually be limited by a higher minima
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becomes the higher of either the CAA’s imposed height or that specified in
the pilot’s DA. The FDD may impose higher minima if considered
appropriate at a particular venue.
6.12 The minimum aerobatic height for civilian registered ex-military jet aircraft
must not be lower than 500’ AGL / ASL.
6.13 For Special Events requiring a CAA Permission, acceptable minimum
heights will depend on the particular site, the pilot’s experience and
competence on type, the task, compliance with the Rules of The Air and
the prevailing weather. The CAA will stipulate the specific minimum for
the event on the Permission.
6.14 These minima do not absolve any individual(s) from compliance with the
ANO, Rules of the Air Regulations and SERA unless an exemption or
Permission has been issued by the CAA. The CAA GA Unit will give
advice on any particular circumstances.
Military participation
6.15 Pilots of military aircraft participating in a civil Flying Display must advise
the FDD of their individual height minima26. Outside the Display Area,
military aircraft are permitted to fly in accordance with RA 2335. FDDs
remain responsible for approving military aircraft to use these limits and
must consider whether they are appropriate for their event given the
location and environment. Such activity must be included in the Flying
Display Risk Assessment.
6.16 However, pilots of military aircraft are reminded that Article 86 of the ANO
states that any conditions27 subject to which the Permission for the Flying
Display has been granted, also apply to military registered aircraft. FDDs
shall inform pilots of military aircraft of any such conditions at the earliest
26 Military aircraft may be permitted to operate to the height minima stipulated in RA 2335 provided
Display Flying (as defined in RA2335) is in compliance with the appropriate PDA and subject to FDD approval.
27 Such as specified avoids or additional minimum height restrictions.
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opportunity. Such pilots are subject to the most restrictive limits of those
imposed by a Flying Display Permission, RA 2335, their PDA or the FDD.
6.17 UK Military Display Teams are permitted to display to their PDA limits in
accordance with RA 2335, subject to FDD approval. Military Display
Teams are therefore responsible for conducting their own Risk
Assessments and shall inform the FDD at the earliest opportunity of any
issues that may affect the Flying Display Risk Assessment. The FDD is
responsible for incorporating any such amendments into the Flying
Display Risk Assessment. Military Display Teams, particularly RAFAT,
may request a different display orientation but if the FDD considers the
proposed amendments to be unacceptable, the Display Item must not be
permitted to display.
Aircraft maximum speeds
6.18 An absolute true limit of Mach 0.90 or 600 kts, whichever is reached first,
is not to be exceeded.
6.19 Civilian registered aircraft are not to exceed 250 kts unless a CAA
Exemption has been issued to the operator for that aircraft.
Weather minima
6.20 Minimum weather conditions must be determined in advance, published
and strictly observed. Flying Display absolute minima are contained in the
table below:
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Higher limits may need to be imposed at certain Flying Display locations
due to terrain or local conditions. Greater consideration may need to be
given to visibility than cloud ceiling where there are few visual references
or there is little or no defined horizon. This may be particularly pertinent at
overwater display sites or during twilight displays.
6.21 FDDs should carefully consider the operating characteristics of
participating aircraft which may necessitate specific increases in the
above minima.
6.22 FDDs and pilots should also be aware of a condition known as the
‘goldfish bowl effect’ at over-water display sites. Where visibility is
reduced, an impression can be created such that the sea and sky appear
to merge. The subsequent loss of a good visual reference can make
28 Cloud Ceiling is ‘the height Above Ground Level (AGL) of the base of the lowest cloud covering
more than half of the sky (BKN or OVC)’. 29 This applies only to VSTOL aircraft operating in the VSTOL flight regime.
Type of aircraft
Type of display Weather minima
Cloud ceiling28 Visibility
VSTOL aircraft, rotorcraft and other aircraft with a stalling speed below 50 KIAS29
Flypasts, Non-aerobatic Flying Displays and Role Demos
Solo aircraft 500 feet 1500 metres
Formations 500 feet 3000 metres
Full aerobatic displays
Solo aircraft 800 feet 3000 metres
Formations 1000 feet 5 km
All other aircraft Flypasts, Non-aerobatic Flying Displays, ‘flat’ aerobatic displays and Role Demos
Solo aircraft 500 feet 5 km
Formations 1000 feet 5 km
Full aerobatic displays
Solo aircraft 1000 feet 5 km Piston Formations
1000 feet 5 km
Jet / turboprop Formations
1500 feet 5 km
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positioning difficult and compromise safety. Goldfish bowl conditions can
also occur over land when sun position and reduced visibility make it
difficult to determine the horizon. The effects can vary considerably with
height and what appears a good horizon from the FDD / FCC location
may not be useable at height.
6.23 It should be borne in mind that Participants may be further restricted by
their licence or rating privileges.
Pyrotechnics used for ground special effects
6.24 The use of explosives for simulated ground bursts, smoke and other
special effects must be strictly controlled by a competent person
appointed by the EO in agreement with the FDD. Debris from such
effects must not impinge on aircraft, Spectators or the runway / taxiways
and to this end the scale and maximum heights of any effects must be
known before the event. Briefings for ground officials and Display Pilots
shall draw attention to the hazardous nature of such devices and must include details of positioning and timings of detonations with respect of
manoeuvring aircraft, communication and emergency planning.
Agreement in advance for the use of such devices during a Flying Display
must be sought from all affected Display Pilots. The location of the
explosives and safety radii, if appropriate, are to be out of bounds to all
staff except those directly involved with their operation. Operatives must be appropriately authorised for such activity. If the launch position of any
ground pyrotechnics is under the display area, consideration should be
given to protecting the devices from inadvertent ignition due to falling
embers released from any airborne pyrotechnic aircraft display.
Briefing
6.25 Regardless of the size of the Flying Display, the importance of a thorough,
formal verbal briefing cannot be over-emphasised. No pilot is to take part
in a Flying Display unless they have received a verbal briefing.
6.26 A comprehensive display pilot’s written brief covering the arrangements
for the flying programme should be circulated in advance to all
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participating pilots, ATS provider, Pleasure Flight operators and those in
charge of particular aspects of the display, such as safety services. A
suggested minimum list of points which should be covered is given in
Appendix B.
6.27 A formal verbal briefing must be given on each day of the Flying Display
and at any rehearsal or press day, and all participants must attend if
physically possible. The briefing should, as a minimum include all the
points detailed in Appendix B.
6.28 Participants not operating from the Flying Display site, and those unable
to attend the formal brief, must contact the FDD by telephone as close to
their slot time as possible to obtain a full formal verbal briefing. A crib
sheet identical to both FDD and participant, issued by the FDD as part of
the comprehensive display pilot’s written brief, should be used.
6.29 The FDD should keep a record of those pilots who have attended the
formal brief as well as a record of the completion of any telephone briefs.
Display practises on the day of a Flying Display
6.30 Display practises at the event location, on the day of a Flying Display, can
only be carried out prior to the arrival of any spectators on site and with
the agreement and briefing from the FDD and EO. Practises of this
nature require a SERA.5005(f)(2) Permission issued specifically for the
purposes of display practise or rehearsal to be in place30
Impromptu displays at Flying Displays
6.31 FDDs are to ensure that pilots of display aircraft do not carry out any form
of impromptu display such as on arrival or departure.
30 For clarification, it is permissible for display practises on the day of a Flying Display to be carried
out away from the display area / event site in accordance with SERA.
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Arrivals and Departures from Flying Displays
6.32 All Flying Display arrivals and departures must be in accordance with the
aerodrome procedures and relevant regulation. Pilots must not be
permitted to use the privileges of their DA / PDA during arrivals or
departures unless arriving into a pre-organised display practise or display.
Unbriefed and unexpected manoeuvres are equally, if not more,
dangerous during arrivals and departures to and from a Flying Display as
those carried out during a display. Pilots of civilian aircraft who do not
hold a DA are not permitted to use the SERA 5005(f) Exemption over
MOD Occupied Property.
6.33 The FDD should ensure that static display aircraft captains are briefed to
comply with normal arrival and departure procedures to avoid any non-
standard arrivals or departures.
Standard Warning and STOP calls
6.34 The FDD and / or FCC can assist the display pilot in assessing height and
distance by using the warning calls detailed below. For example, if the
FDD or FCC considers a pilot has flown a pass below minimum flypast
height, a ‘Too Low’ call could help to ensure that subsequent passes are
flown at the correct height and thus prevent repeated breaches or unsafe
situations developing. However, if the FDD and / or FCC perceive a
consistent breach of minima has occurred, have concerns that a limit is
being exceeded, or have safety concerns that require a cessation of a
display, they must make a ‘STOP’ call to halt the display.
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6.35 The following Standard Calls and responses31 shall be used:
NOTE: A STOP call must be made if a third Warning Call is required.
6.36 Too Low call. A ‘Too Low’ call shall be made at an appropriate time if
the FDD / FCC assess that an aircraft has descended below the pilot’s DA
minima or the minima in place for the Flying Display.
6.37 Too Close call. A ‘Too Close’ call shall be made at an appropriate time if
the FDD / FCC assess that an aircraft has breached the minimum lateral
separation distance appropriate to that display item.
6.38 Terminate Call. A Terminate call shall be made when it is necessary to
discontinue a Display for a reason other than their fitness or competence
(e.g. intruder aircraft, birds, etc). A Terminate call can also be used by a
pilot to notify intention to halt a display if deemed necessary for any
reason. At the discretion of both the FDD and the Display Pilot, the
display may be resumed if safe to do so.
6.39 STOP Call. A STOP call must be made where primarily the FDD / FCC
has a safety concern related to a pilot’s fitness or competence. When a
STOP call is made, the pilot is required to stop their display and not
31 The purpose of a call and response is to verify that the required message has been received and
appropriate corrective action by the pilot should therefore subsequently be expected.
FDD / FCC Warning call Pilot response
“(call sign) TOO LOW” “ROGER (call sign)”
“(call sign) TOO CLOSE” “ROGER (call sign)”
FDD / FCC Terminate call Pilot response
“(call sign) TERMINATE” “WILCO (call sign)”
FDD / FCC STOP call Pilot response
“(call sign) STOP, STOP, STOP acknowledge” “WILCO (call sign)”
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recommence it. A STOP call can be made outright, or as a result of the
need to issue a third warning call.
6.40 A fully briefed procedure is to be established and in place to communicate
a STOP or Terminate call to any participating non-radio aircraft. Similar
methods of communication must be considered to cater for a radio failure
during a Display Routine. If an Aldis lamp signal is to be used for such a
purpose, for standardisation, it is recommended that a ‘steady white’32
signal be used. The same signal may be used to communicate both
STOP and Terminate calls.
6.41 FDDs should consider the safest and most appropriate time to make a
Warning, Terminate or STOP call and to not jeopardise safety by causing
an unnecessary distraction for the pilot at a critical point during their
display.
6.42 For Warning calls only, where the FDD / FCC considers, for flight safety
reasons, there is no ‘appropriate time’ during the pilot’s display, they shall verbally debrief the pilot once landed. In addition to the verbal debrief, the
occurrence shall be recorded as a ‘Warning call’ on the joint CAA / MAA
‘Flying Display Director Post Display Feedback Form’ SRG1305 / Form 4
along with a narrative detailing the debrief points and justification for
withholding the call.
6.43 In the case of an obvious aircraft malfunction resulting in loss of control or
other emergency, whether or not a PAN or MAYDAY has been
transmitted, discretion and judgement may dictate that a display related
safety call be an unwarranted distraction and wholly inappropriate.
STOP Call and safety breach reporting and procedures
6.44 The FDD should debrief the pilot following all standard warning and
STOP calls. For warning calls other than a STOP call, the pilot may
continue to exercise the privileges of their DA / PDA.
32 ‘Steady white’ light signal recommended as this is not a current ICAO light signal.
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6.45 Following a STOP call to a civilian pilot, the FDD is required to report the
incident to the CAA GA Unit by calling the telephone number quoted on
the CAA Permission for the event as soon as is reasonably practical. This
is a dedicated telephone number manned daily throughout the display
season.
6.46 The following information should be included in any such call to the
dedicated ‘STOP call’ telephone number:
a) Event name and location
b) FDD’s name and contact number
c) Time of STOP call
d) Display item / registration
e) Name of pilot and contact number
f) Details of debrief if carried out
g) A full account of the perceived breach
h) Contact details of FDD at any event the Display Pilot is known to be
appearing at later the same day
6.47 When a STOP call is made, the relevant pilot’s DA will be provisionally
suspended. Details of the STOP call suspension and re-instatement
procedure can be found in CAP1724.
6.48 For military pilots where a STOP call is made, Regulatory Article 2335
requires the pilot to inform their Aviation Duty Holder prior to conducting
any further Display Flying33. In this case the FDD is to debrief the display
pilot and inform the CAA by way of the dedicated STOP call number.
6.49 Details of any Warning, Terminate or STOP calls issued must be included
on the joint CAA / MAA ‘Flying Display Director Post Display Feedback
Form’ SRG1305/Form 4, regardless of whether the breach was by a
civilian or military pilot.
33 As defined in RA 2335.
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Standard display calls
6.50 For clarification and to prevent confusion, it is recommended that the
following call and read back is adopted to indicate when an FDD is
content for a display item to begin it’s display.
Carriage of persons onboard display aircraft
6.51 No persons other than minimum crew, as detailed in the aircraft Certificate
of Airworthiness or Permit to Fly, are permitted onboard a civil registered
aircraft during a Flying Display unless the prior written Permission of the
CAA GA Unit has been obtained.
Displays by Air Operator’s Certificate (AOC) operators
6.52 Displays by AOC operators i.e. large transport aircraft, will normally be
conducted under an exemption from the need to hold a DA issued by the
CAA GA Unit. The requested display profile is to be submitted in advance
to both the CAA GA Unit and the assigned CAA Flight Operations
Inspector (FOI) in the form of a Captain’s brief. The exemption will be
issued only after the assigned FOI has agreed the content of the
Captain’s brief.
6.53 Passengers are not to be carried during a Flying Display by AOC
operators. However, additional flight crew or specialist maintenance
personnel may be carried provided that a recommendation by the
assigned FOI is made to, and accepted by, the CAA GA Unit.
6.54 Formation flights by large Commercial Air Transport aircraft will not
normally be permitted but specific applications will be considered on their
merits.
6.55 AOC Emergency Service companies may be issued with Exemptions
from the requirement for the Pilot in Command to hold a DA in accordance
with the provisions of Article 86 of the ANO. Before a DA Exemption can
ATS call Pilot response
“(call sign) COMMENCE DISPLAY” “COMMENCE DISPLAY (call sign)”
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be considered for an AOC operator, the proposed Display Routine / Role
Demonstration must be approved and recommended to the CAA GA Unit
by the assigned CAA Flight Ops Inspector. The Display Routine / Role
Demonstration must be included in the AOC Emergency Services
Company Operations Manual. Confirmation that such an Exemption is
held, and that any Display Routine / Role Demonstration performed at a
public event will be carried out in accordance with the procedure
contained within the Company Operations Manual must be obtained from
the AOC Chief Pilot.
Pleasure flights
6.56 Pleasure Flights for valuable consideration can only be conducted by
companies holding an AOC and (with the exception of flights in
helicopters) take place only at Government or licensed aerodromes. Initial
applications for a temporary aerodrome licence, if required, are to be
made to the CAA using form SRG 2003.
6.57 Flights conducted under Safety Standards Acknowledgement and
Consent (SSAC) or Charity Flights must not be conducted during a day
when a Flying Display or associated media coverage is organised.
6.58 FDDs must coordinate Pleasure Flights and shall ensure that they do not
take place during the Flying Display period itself, unless the prior approval
of both the ATS provider and the Flying Display Participants has been
obtained. At other times care should be taken to ensure integration with
other air traffic.
6.59 For Pleasure Flights operated from Flying Display sites, passengers must be escorted between the Spectator Area and the aircraft, both before and
after each flight, and shall remain behind the Crowd Line whilst aircraft
are displaying. The escort route must be planned to take them safely
clear of other aircraft. All personnel associated with the pleasure flying
operation must remain behind the Crowd Line when aircraft are
displaying unless approval from the FDD has been granted and the
requirement has been appropriately assessed in the Flying Display Risk
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Assessment. Smoking must not be permitted in or near to the Aircraft
Parking Area.
6.60 If helicopters are used for Pleasure Flights they must be positioned and
routed so as to prevent problems with rotor downwash. In all cases, the
site used for passenger loading and unloading must be safely clear of the
flying area, and approved by the FDD. If the helicopter operating area is
not adjacent to the Spectator Area, as could be the case at off-aerodrome
events, those parts of the site at which passengers would be expected to
assemble before being escorted to the helicopter should be fenced off
securely. Arrangements must also be made to prevent access to the
helicopter operating area by third parties.
Pleasure flight escorts
6.61 Pleasure Flight escorting must be carried out in accordance with the
procedures and provisions outlined and contained within the AOC holders
Operations Manual. Escorts must remain on duty until all Pleasure
Flights have finished.
Emergency Services
6.62 The FDD should ensure the aerodrome operator and EO communicate
any degradation in available Emergency Service cover. Flying may need
to be restricted as a result of any such loss of cover.
Inspection of Flying Displays and Special Events by the CAA
6.63 The CAA GA Unit is required to inspect and monitor safety standards at a
number of events annually. Written notification will normally be given to
the FDD in adequate time stating that a formal inspection of the event will
take place. However, the CAA reserves the right to inspect any Flying
Display or Special Event without notice.
6.64 The CAA Air Traffic Management oversight team may exercise its right to
inspect facilities, equipment, processes and procedures in cases where a
formal Approval against Articles 180, 205 or 206 of the ANO 2016 (as
amended) is necessary.
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In all cases, CAA inspection staff will endeavour to conduct their duties
with minimal impact to the running of the Flying Display.
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Chapter 7
Event Organiser (EO) – Guidance and information
The Event Organiser (EO) 7.1 This chapter outlines matters of particular relevance to the role of EO.
The EO has a broad role in relation to the planning, organisation and
wider aspects of the Flying Display.
7.2 One person must assume overall responsibility as the EO. Responsibility
for particular aspects (such as site survey, air traffic services, provision of
Emergency Services, liaison with local Safety Advisory Groups (SAG) and
conduct of flying activities) should only be allocated to people with the
relevant experience and, if applicable, licences.
Finding an FDD 7.3 It is vital that an EO engages and works with a CAA accredited FDD from
the start of the planning process. FDDs are ultimately responsible for the
management and safety of a Flying Display and should therefore be
involved, consulted and aware of any arrangements made that affect it.
7.4 The CAA will administer a combined military / civilian accredited FDD list
that will be available to EOs and HoEs. The list will detail an individual’s
qualification (i.e. FDD accreditation).
Liaison with the Local Authority and Emergency Services
7.5 Liaison with the Local Authority, Police and Emergency Services
(including Maritime and Coastguard Agency and Royal National Lifeboat
Institution for offshore display sites) at the start of the planning stage for a
Flying Display or Special Event is absolutely vital. Local Authorities and
Emergency Services have considerable expertise in planning for large
public events and can assist EOs in the planning process. Notification to
the local SAG will enable the Local Authorities and Emergency Services
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to start initial planning and provide early guidance and support to the EO.
However, time is of the essence and contact should be made as soon as
planning for an event is started. As a guide, the model timescales for
contacting Local Authorities, Emergency Services, Coastguards, etc, are:
Event size Classification Ideal notice period
Small Tier 1 2 - 3 months
Medium Tier 2 4 - 6 months
Large Tier 3 10+ months
7.6 Given the considerable variation of Flying Display activity, both in terms of
size and content, it is impossible for this CAP to specify in detail what
level of emergency cover should be provided. Specific local
circumstances, availability of on-site services (particularly at an active
airfield), type and numbers of displaying aircraft and the anticipated crowd
size will all influence the level of emergency cover required.
7.7 Information within the event Emergency / Safety Plan and Flying Display
Risk Assessment detail the control measures to be used to mitigate the
risks identified. This information is used by the Local Authority and
Emergency Services to determine their capability to respond to an
incident.
7.8 Where SAG meetings are held, attendance by the EO and / or FDD is
essential to the Local Authority and Emergency Services understanding of
the risks identified at specific events.
The Emergency Plan
7.9 The information contained in the Health and Safety Executive (HSE)
Event Safety Guide (the Purple Guide), applies to Flying Displays. Since
the EO is responsible for the production of an Emergency Plan, it is
recommended that they read the HSE Event Safety Guide prior to writing
their Emergency Plan. Suitable and sufficient Risk Assessments must be
produced and circulated to all contractors and Emergency Services
working at the event location or in the adjacent affected areas. These
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Risk Assessments must contain specific mitigation for dealing with any
aviation related hazardous materials which could become an issue
following an incident.
7.10 An integrated Emergency Plan is an essential pre-requisite for any Article
86 Flying Display and is strongly recommended for Private Flying Displays
and Special Events. The size and extent of the Emergency Plan will vary
depending on the size and complexity of the event34. The Emergency
Plan must be agreed by the local SAG and all the services having a role
to play within the plan.
7.11 EOs must remember that an Emergency Plan will require strategies for
crowd management and welfare, transport management, fire, first aid,
major incident and contingency planning. If the worst does happen, a
well-planned event will have a more effective response.
7.12 The Emergency Plan must include information about how to
communicate information on any potential latent hazards that exist within
attending aircraft to Emergency Services in the event of an incident.
7.13 The size and location of an event can have bearing when deciding who to
notify and liaise with within the Local Authorities and Emergency Services.
Notifying the local Police and Local Authority planning department can
adequately cover a village fete with Flypast. However, for medium and
large events, or if in doubt, EOs should direct their initial correspondence
to the relevant Local Authority Event Planning Department and / or SAG
Chair as well as the Chief Constable, Chief Fire Officer and Ambulance
Trust Chief Executive Officer. The EO should notify each in writing, and,
if the event straddles more than one area (e.g. two local authorities), all
SAGs should be notified.
7.14 The EO and / or FDD should maintain a record of their engagement with
the SAG and / or Local Authority and Emergency Services as appropriate.
34 For example, at a single item Flying Display it may suffice to have a list of contact telephone
numbers for the local Emergency Services. At major Flying Displays, a comprehensive written plan will be required specifying the responsibilities of all parties in the event of an incident arising.
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Risk Assessment
7.15 Risk assessment is an essential element of the production of any safety
plan. Whilst the FDD is responsible for the content of the Flying Display
specific content of an event Risk Assessment, it is the EO who is
responsible for the event Risk Assessment as a whole. The procedure
detailed at Appendix A ought to suit most Flying Display and Special
Events needs.
Local Authorities
7.16 Local Authorities have control of the various public services which an EO
may wish to use. In addition, they need to be aware of the aerial activity
which is to take place in order to anticipate any queries or complaints
which might arise. Depending on the size of the event this may include
liaison with local SAG(s). The Event Emergency Plan will be expected to
comply with the Local Authority’s existing major incident plans and the
Civil Contingencies Act 2004.
The Police
7.17 The role of the Police at any public event is:
a) the protection of life and property
b) the prevention and detection of crime
c) the prevention of breaches of the peace
d) to respond in the case of an immediate threat to life and public safety
and co-ordinate the response of the Emergency Services
The Emergency Services should not be expected to fill any gaps in event
arrangements due to either inadequacies / omissions in the planning
process or shortfalls in provisions to be delivered by any other party
involved in the organisation, staging or management of the event.
7.18 The likelihood of criminal activity (including terrorist attack) or disorder
should be incorporated into the event Safety / Emergency Plan and Risk
Assessment. Further information on Counter Terrorist Security Advice for
EOs can be found on the National Counter Terrorism Security Office
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website: https://www.gov.uk/government/organisations/national-counter-
terrorism-security-office. Police forces have Counter Terrorist security
advisors who can be consulted as part of the planning process. Early
engagement will ensure that EOs are appropriately briefed about the
national threat level and any emerging intelligence or threat relevant to
their event.
7.19 The Police have no general powers to control or direct traffic at events
unless during an emergency situation, therefore, this function should be
delegated to an accredited Traffic Management Company. Although the
Local Authority are responsible for approving the traffic management plan
(Part II Traffic Management Act 2004), its development will involve the
EO, the Police and, where appropriate, the relevant Highways Agency
through the SAG.
7.20 Some events have an onsite event control where a Police presence may
be required to deal with policing issues and to co-ordinate incident
response. Many of the agencies involved in SAG meetings during the
planning stages of an event will be the same as those called to respond to
a major incident through strategic and tactical co-ordination
arrangements.
7.21 In the event of a fatal accident or death on site, the Police act as
Coroner’s officers and, as such, have statutory duties which include
securing and preserving evidence at the scene (including testimonies in
the form of written statements and recovery of any video / photographic
evidence). The Police will conduct an investigation in conjunction with the
relevant Air Accident Investigation Branch.
Fire and Rescue Services
7.22 Adequate facilities must be available on site to respond to any fire or
rescue emergency. Aerodromes might have dedicated trained staff
available, however, the degree to which these may need to be
supplemented should be identified through the Risk Assessment.
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7.23 EOs should ensure that the Fire Service for the area is notified of an
event, even if there appears to be adequate on site resources.
7.24 If flying is to be conducted over water then the appropriate Emergency
Services, namely, the Maritime and Coastguard Agency and / or the Royal
National Lifeboat Institution, should be informed.
Appointment of officials
7.25 The EO must appoint experienced staff to supervise the parking of
aircraft and cars, to operate any public address system and to control
messengers and other staff. Sufficient marshals must be available to
control members of the public, to ensure that on and off site emergency
vehicle access is kept clear, to be available in the case of emergency and
to prevent public access beyond the Crowd Line.
7.26 At displays with more than 6 items, only personnel suitably trained and
experienced in flight line ground handling of aircraft shall be used in the
aircraft movement area. For Car Parking, the services of one of the
organisations that specialise in the arrangement and management of Car
Parks might be worth considering. All officials must be thoroughly briefed
in the duties expected of them and provided with some means of
identification, such as arm-bands.
7.27 Air Cadets and other youth organisations may be used as marshals on
the strict basis that they are well briefed and supervised by the relevant
organisations adult staff.
Local landowners
7.28 The CAA strongly recommend that EOs engage and work with local
landowners early on in the initial planning stage of any event in an attempt
to accommodate and resolve any potential issues or concerns held.
Early engagement, good communication and patient diplomatic liaison
often pays dividends in helping to build good relationships preventing the
escalation of any potentially harmful and unnecessary conflict.
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Medical
7.29 Medical provision is essential for any event. Notification of an event
should be directed to the local National Health Service (NHS) Trust and
the Ambulance Service.
7.30 A suitable facility in an accessible location should be made available and
equipped as a first-aid and casualty reception centre. Local branches of
the Red Cross and St John Ambulance can usually provide first-aid teams
and ambulances. These facilities should be suitably marked and located
within the Spectator Area, but with access to the Display Area.
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Chapter 8
Flying Display Director (FDD) – Requirements and information
General
8.1 The FDD is required by law to have a Permission from the CAA to act as
FDD for an Article 86 Flying Display35.
8.2 FDDs are required to be accredited to at least the same tier as that of the
event. Details of FDD accreditation can be found at Appendix C.
8.3 It is imperative that FDDs manage their workload appropriately by not
accepting more responsibility than that required of them. Prior to the
event, their focus should be on the safe and comprehensive organisation
of the Flying Display. On the day of the Flying Display, their focus should
be on the management of the operational aspects of the display, making
sure that the display is run safely and in compliance with the provisions of
this CAP. An important aspect of this role is the delegation of duties to
suitable personnel to allow the FDD to maintain the ‘bigger picture’. This
will help the FDD retain overall awareness and aid decision making.
Allied to this, FDDs should, where possible, avoid unnecessary
involvement with EO tasks and responsibilities.
8.4 The FDD must take an active role in every aspect of the Flying Display
including selection of Display Items, display timings, pro-active Display
Item deconfliction and pre-event briefings with on and off site Emergency
Services where appropriate.
8.5 At displays of 7 items or more, the nominated FDD must not undertake
any duties other than the role of FDD.
35 A FDD is also required for Private Flying Displays.
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8.6 FDDs who are also EOs for a particular event should read the contents of
Chapter 7 - Event Organiser (EO) – Guidance and Information.
Display Area
8.7 The FDD shall be responsible for designating a Display Area. Details of
structures occupied by non-essential personnel and any anticipated areas
of Secondary Spectators within the Display Area shall be annotated on a
map / satellite imagery which is available to participants.
Risk Assessment and emergency planning
8.8 The FDD is responsible for the production of the Flying Display aspect of
any event Risk Assessment and shall assume overall responsibility for
that content36. The FDD should work closely with the EO in this respect,
if not carrying out both roles themselves. The procedure and information
contained within Appendix A contains guidance for consideration in the
production of the Risk Assessment. Further relevant useful information
can also be found in the Health and Safety Executive (HSE) Event Safety
Guide, ‘the Purple Guide’.
8.9 At many events, particularly airfield sites, the congregation of Secondary
Spectators outside of the Airfield Boundary and / or third parties, may give
organisers cause for concern. Neither the Police nor the Local Authority
might have the power to remove such people. The FDD should
endeavour to anticipate this during the planning process and take
necessary steps to reduce the likelihood of this occurring where possible.
Blocking the view from obvious vantage points is one method.
Consideration should also be given to notifying landowners (or if over
water, pleasure boat owners) of the risks of allowing Spectators to watch
the display / event from their land / vessel. Landowners / owners should
be advised that they have a legal responsibility to protect the public from
obvious and anticipated risks at public events and, in the event of an
accident, that they could be held liable for injuries to Spectators on their
36 The FDD should be competent in conducting risk management. Therefore, if any FDD feels that
they are lacking in this area, the CAA strongly recommends they undertake appropriate risk management training in order that they can competently fulfil their responsibilities as an FDD.
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property. It is advised that professional legal advice on such notification is
taken prior to action.
Maritime Exclusion Zones
8.10 A Maritime Exclusion Zone (MEZ) should be used at over-water display
venues in an attempt to limit the amount of marine traffic, and therefore
Secondary Spectators and third parties, under the Display Area. MEZs
that are in close proximity to rivers, estuaries and harbours may be legally
enforceable but those in open water are likely to be advisory only and
therefore rely on the cooperation of local water users. Early consultation
with the local Maritime and Coastguard Agency representatives and
harbourmasters will help establish what is possible at a particular display
venue. It may be necessary to allow vessels access to the MEZ at certain
times to access a harbour and so this, as well as high and low tide times,
could have a significant effect on proposed Flying Display timings. A MEZ
should ideally be policed by event safety vessels to ensure that it is not
infringed prior to and during display times.
8.11 Consideration should be given to the criteria used to halt a display if the
Display Area becomes crowded with marine craft. This detail should be
included in the Flying Display Risk Assessment.
Danger areas
8.12 If planning an event in or close to a ‘Danger Area’, consideration should
be given to contacting the controlling authority to see if it is possible to co-
ordinate the use of it’s airspace. Details of controlling authorities can be
found in the Enroute Information section of UK AIP.
Deputy FDDs (DFDD)
8.13 To help safeguard against last minute eventualities, particularly for larger
Flying Displays, it is recommended that at the planning stage
consideration is given to the risks associated with the primary FDD
becoming unavailable at short notice and the possible consequences this
could have. One solution is the nomination of a suitably accredited
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DFDD. Such a deputy shall be familiar with all aspects of the planning of
the specific Flying Display and be aware of, and prepared for, any
particular duties expected of them on the day of the event.
8.14 When it is considered necessary to have a DFDD, details of the
nominated person shall be entered on the Flying Display application form.
Document checks and insurance
8.15 Prior to the Flying Display, FDDs are responsible for satisfying themselves
that all pilot, aircraft and insurance documentation is current, valid,
applicable and appropriate. All participating civilian pilots must hold a
current licence with a current class or type rating, or, where no type rating
exists, an Aircraft Type Rating Exemption (ATRE), which entitles them to
fly the type of aircraft to be displayed.
8.16 A certified declaration as contained at SRG1327 is considered to be
acceptable documentation for civilian pilots to provide to the FDD.
However, FDDs have the right to check all documentation at their
discretion. Participating pilots must be prepared to produce copies of all
the documents referred to in SRG1327 if required for inspection. It is the
Display Pilot’s responsibility to ensure that the information submitted
about themselves and their aircraft is not false, inaccurate or misleading
and that any flight is undertaken with valid documentation.
8.17 Although details of a pilot’s DA are included in the SRG1327 declaration,
FDDs must check the Display Authorisation document for each Display
Pilot to ensure its validity37, applicability and minimum heights. For
restrictions relating to civilian registered ex-military jets refer to CAA
Safety Notice SN-2018/001.
8.18 Exemptions from the need to hold a DA may exceptionally be issued, but
only for a specific display approved by the CAA GA Unit. No deviation
from the agreed routine is permitted, except where this is justified by
safety concerns. This is of particular relevance to Air Operator’s
37 DAs are only valid if the pilot holds either an EU medical certificate issued by an Aeromedical
Examiner or an ICAO medical certificate that is of an equivalent or higher standard.
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Certificate (AOC) operators of large transport aircraft where the display
Permission will generally be for a simple demonstration or Flypast.
8.19 For military participants it can be assumed that the required documents
contained in SRG1327 are in order once the booking has been confirmed
by the MOD.
Military participation
8.20 Where military participants are to conduct a Role Demonstration or a
Flypast (Mil) at a Flying Display, the CAA considers the military Aviation
Duty Holder (ADH) or Accountable Manager (Military Flying)’s (AM(MF))
approval of manoeuvres appropriate for the pilot to conduct those
activities.
8.21 As military Participants are not required to submit an SRG1327 certificate,
the FDD is to obtain details of the Display Routine as authorised in their
PDA for reference during planning and display monitoring.
8.22 For further guidance related to military participation at a Flying Display
(both UK and foreign military), refer to chapter 1 of this document and
Regulatory Article 2335.
8.23 FDDs must ensure that military participants are aware of any CAA
Permission that is in place at the same location and on the same day as
any military involvement. This particularly applies to smaller events.
Foreign civilian participation
8.24 For further guidance related to foreign civilian participation refer to chapter
1 of this document.
Tyro DA (TDA) participation
8.25 To help create an opportunity for newly qualified Display Pilots to gain
experience and exposure within the Flying Display community, the CAA
allows FDDs to offer up to 2 Display Items per Flying Display to TDAs
without incurring any extra charge if those additional item(s) move their
display into a higher price band. It follows therefore that the maximum
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number of Display Items in each price band need to be occupied before
any free TDA Display Items become available. It is permissible for a
single Display Item to contain more than one TDA provided they are a
constituted display formation or act. However, Display Items containing a
combination of established DAs and TDAs do not qualify.
8.26 The maximum number of TDA Display Items permitted at a Flying Display
are:
Flying Display Price Band Number of TDA display items permitted
1 – 3 display items 0
4 – 6 display items 1
7 - 12 display items 2
13 - 18 display items 2
19 – 24 display items 2
8.27 When applying for a Flying Display Permission, FDDs should not include
TDAs in the Participating Display Aircraft count on the application form. It
is essential though that any TDA display items are shown on the Aircraft
Display Item Schedule and included in the totals at the bottom of the form.
The initials ‘TDA’ must also be entered next to the pilot’s name on the
schedule. An email must be sent to the CAA GA Unit to notify the
intention to include TDAs in a Flying Display and must include the Flying
Display application number (ADO XXX), pilot’s name and type of aircraft
to be displayed.
8.28 The FDD should check the Display Pilot’s TDA letter and log for validity
(expiry date and number of logged TDA displays) and, to avoid
inadvertent charges, gain confirmation from the Display Pilot that the
available number of free TDA displays will not be exceeded (therefore
invalidating the qualifying requirements) before participation in the
planned Flying Display.
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8.29 The FDD must comment on the TDA on the joint CAA / MAA ‘Flying
Display Director Post Display Feedback Form’ SRG1305 / Form 4, if any
TDA participation was planned regardless of whether or not the TDA
performed the display.
Parachute, paraglider, para-motors, hang-glider and foot-launched aircraft participation
8.30 FDDs should consider programming events in such a manner that
potential conflicts between aircraft and the subject Display Items are
minimised.
8.31 The content and order of the Flying Display programme should take into
account the type of display act that is before and after participation by any
of these display items, with particular consideration to separation
distances and times required for residual vortices from other aircraft to
dissipate, particularly in light (or nil) wind conditions.
8.32 Aircraft landing or taking off, other aircraft with engines running and
propellers or rotors turning constitute a hazard to these display items. In
order to minimise the risks FDDs shall ensure that the following
procedures are followed:
a) All pilots shall be briefed on the procedures to be followed during
any display involving these Display Items.
b) Propellers, jet engines or helicopter rotors must not be turning
closer than 250 metres from any area intended for landing /
manoeuvring by these Display Items during the period that are
operating.
c) Pilots of aircraft outside a radius of 250 metres (1000 metres in the
case of Pleasure Flights), both airborne and on the ground, should
remain aware of the progress of any display being performed by
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these Display Items, and, if on the ground, be prepared to stop
engines or rotors if a conflict becomes apparent.
Flying Control Committees (FCC)
8.33 Flying Displays consisting of 7 Display Items or more must have an FCC,
details of which should be on the application. Additionally, the CAA may,
following review of the complexity of an application, require an FCC for
Flying Displays with fewer than 7 Display Items.
8.34 In exceptional circumstances, the FDD may apply for an exemption from
the requirement for an FCC by sending suitable justification to the CAA
GA Unit.
8.35 A FCC shall be appointed by the FDD who shall issue the FCC with
appropriate Terms of Reference.
8.36 With large FCCs nomination of a Chairman (CFCC) to oversee the
allocation of tasks within the FCC can be beneficial and relieve the FDD of
administrative tasks. If appropriately accredited, the CFCC may also be a
suitable person to act in the role of DFDD.
8.37 The roles of the FCC are:
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a) To assist the FDD in the safe execution of the Flying Display
b) To assist the FDD in monitoring the standard and Flying Display
related discipline of Participants
c) Assist the FDD in the validation of any display Participants, if required
d) To provide the FDD with specialist knowledge regarding specific
display items
e) To provide the FDD with a specialist opinion in case of any regulatory
infringements
f) To advise the FDD on restrictions or additional limitations if required
g) To monitor the conduct of all display participants for regulatory
compliance
h) To intervene or stop, on the grounds of safety, any display Participant
or, in extreme cases where the FDD cannot be consulted, the whole
Flying Display
i) To assist the FDD in other duties as directed and agreed
8.38 The FCC should be available throughout the period of the Flying Display.
Flying Display Director further considerations
8.39 It is essential that FDDs and FCCs are located where the entire Display
Area is clearly visible and displaying aircraft can be monitored for safety
and compliance with limitations. It may be necessary to split the location
of FCC members to cover the whole display site. In all cases FCC
members must have robust and immediate means of communicating with
the FDD.
8.40 The Display Area must be observed for pop-up gatherings of Secondary
Spectators, or other members of the public, and, if observed, appropriate
action taken.
8.41 During the Flying Display, the FDD, supported by FCC members and
assisted by any DAEs present, must monitor the safety of the
performances with reference to conditions contained on the Permission
documents and the information that they have about the intended
manoeuvres / routine / pilot’s DA / PDA minima and any restrictions.
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8.42 To enable effective monitoring, the FDD should prepare a spreadsheet
containing pertinent minima for each Display Item and distribute a copy to
each member of the FCC for easy reference during a display38.
8.43 It is vital that the FDD has adequate means of communications with all
appropriate agencies and Flying Display Participants throughout the
Flying Display. In the event that the FDD is sited away from the ATS unit,
a robust communications link must be established to enable two-way
communications in the event of an emergency. In emergency situations
mobile telephone networks may become overloaded preventing effective
communication, therefore it is not appropriate to rely solely on mobile
telephones for essential emergency communication unless there is no
other viable alternative.
Minimum heights and visibility
8.44 FDDs will have the best understanding of all operational factors and
hazards relevant to their event and as such may set more restrictive
height and visibility limits than those contained in this CAP or on the
relevant Permission or pilot’s DA / PDA. However, when considering
setting more restrictive limits, FDDs should take into account how this
might affect display manoeuvres / routines and whether any adjustment to
the limits may inadvertently create more risk, particularly the risk of
Human Factor errors. Any additional limits must be communicated to
display pilots as early as possible.
8.45 During the display, although difficult to monitor from the ground, the FDD /
FCC must monitor the aircraft manoeuvres and if the required parameters
look likely to not be met, the display must be halted with a STOP call.
a) Pilots with a higher minimum aerobatic height than flypast height are
(having achieved the necessary entry parameters) permitted to fly a
straight climb from Flypast height into an Aerobatic Manoeuvre.
Similarly, they can, once certain of achieving a recovery no lower
38 The FDD should also have a list of appropriate minima to hand even if the Flying Display does not
require an FCC.
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than their minimum aerobatic height, ease down to Flypast height if
the next manoeuvre is non-aerobatic. Where one Aerobatic
Manoeuvre is linked directly to another, the aircraft must remain
above minimum aerobatic height throughout the transition
i) A straight climb from minimum Flypast height into an Aerobatic
Manoeuvre shall be flown at no more than 30 degrees pitch
angle until passing minimum aerobatic height
ii) When easing down to Flypast height after an aerobatic
recovery the aircraft shall remain straight and at no more than
30 degrees pitch angle39. It is important that FDD / FCC
monitor visually all aerobatic recoveries to confirm that linked
aerobatic manoeuvres are flown to the aerobatic minima rather
than Flypast minima
b) When aircraft blend between aerobatic and Flypast minima as
described above, the FDD / FCC should see a definite reduction in
aircraft pitch rate while the aircraft is still above minimum aerobatic
height as the pilot relaxes and enters a gentle descent to the lower
Flypast height. If the aircraft is pitching hard throughout the final
portion of the recovery and only achieves level at Flypast height, the
pilot has clearly not met the requirement to be able to level off at
aerobatic minima.
STOP Calls, Standard Warning Calls and safety breach reporting
8.46 In order to communicate any concerns to the displaying pilot, the standard
calls outlined in Chapter 6 shall be used and the appropriate standard
response expected.
Airborne Flying Display Directors (AFDD)
8.47 Provided a pilot holds a DA, and the appropriate behavioural and
attitudinal assessment has been completed satisfactorily, Display Pilots
may act as AFDDs at Flying Displays. In this case a suitable person
39 In practice, the descent will be shallow and flown at much less than 30 degrees pitch angle.
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responsible for contacting Emergency Services in the event of an incident
must be present on the ground and must be clearly nominated and
agreed in advance. The AFDD must brief the responsible person and
should provide them with a completed SRG 1330 which contains the
information required to ensure an expeditious response to any incident
involving their aircraft. Details of this person must be entered on the on-
line Flying Display or Special Event application form.
8.48 Pilots may act as AFDDs at events consisting of up to 3 single Display
Items per day at the location of the event. A single application shall be
submitted specifying one AFDD as the person responsible for
correspondence with the CAA and the subsequent briefing and display co-
ordination with the other participating AFDDs. A single Flying Display
Risk Assessment is to be produced with the combined involvement of
each AFDD (including a signed declaration from each) and submitted with
the application. Each AFDD will be named on the Permission. However,
on review of any application, the CAA may require a ground based FDD
to be in place.
8.49 In the event that more than one Display Item is planned, only one item
shall be airborne in the vicinity of the Display Area at any one time. Items
should be deconflicted by time and / or space to reduce the possibility of
mid-air collision.
8.50 It is vital that Display Pilots acting as AFDDs are fully aware, and
understand, the extent of the responsibility being accepted when
accepting and agreeing to act in this role.
8.51 AFDDs must ensure that they are deconflicted from any other aerial
activity in the vicinity of the display location prior to displaying40.
8.52 The opportunity to formally accredit as an AFDD will become available
from mid March 2020. Registration for the online course41 will be available
40 Such as military aircraft, AOC helicopter rides, role demonstrations by the Emergency Services,
model aircraft / drone flying, etc. 41 A SKYWISE message will be issued to promulgate the availability of the AFDD on line course
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from mid-March to 31 May 2020 and DA holders are strongly encouraged
to complete the course within that timeframe. From 2021 the course will
be mandatory for all DA holders wishing to conduct an AFDD role.
8.53 The course will cover a number of topics specific to display flying as well
as the planning, organisation and management of Flying Displays and will
include broad detail of the following:
a) Regulatory compliance
b) Planning and organising safe Flying Displays
c) Flying Display Risk Assessment management and review
d) Obtaining necessary Permissions and planning display in
accordance with regulatory rules
e) Air Traffic Service provision and radio communication at displays
f) Maintaining flying discipline
g) Briefing and debriefing of participating aircrew
h) MOR and post event reporting
i) Understanding of human factor influences on the safety of Flying
Displays and how to address them
8.54 Validity. AFDD accreditation will remain valid for a period of 3 years
subject to ongoing fitness for the role. Behavioural and attitudinal fitness
assessments are valid for 1 year. A completed SRG 1303B is to be
submitted each year prior to, or alongside, the first Flying Display
application made by the individual AFDD.
8.55 Currency. To maintain currency an individual must act as AFDD at least
once every year42.
8.56 Successful completion of a ground based FDD Accreditation Course will
automatically reset the status of the 3-year AFDD accreditation validity.
Post display feedback
8.57 FDDs / AFDDs must submit a Post Display Feedback Report using the
joint CAA / MAA ‘Flying Display Director Post Display Feedback Form’
42 AFDD currency cannot be used to maintain any ground FDD currency
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SRG1305/Form 4 within seven days of the conclusion of the Flying
Display. The report contains details of the Display Items that performed
on each day of the display, what went well, any lapses and breaches from
the required standards, any Warning, Terminate or STOP calls made and
any lessons learned. In addition to the pilot’s name and aircraft type,
when reporting Warning calls, it is important to include details of the
trigger and subsequent actions, and any debriefs undertaken. The FDD
should use any information provided by the FCC, performing pilots and
any DAEs in attendance in writing the report.
8.58 RA(T) / airspace infringements. It is vital that every incident is reported,
including infringements that nearly happened but were stopped by ATCO /
FISO / FDD. In addition to reporting on the SRG1305 / Form 4, a CAA
Mandatory Occurrence Report (MOR) should be submitted which will
allow the CAA to investigate and understand the extent of the problem.
8.59 It should be noted that the submission of a competed SRG1305 / Form 4,
within the prescribed timescale, is a condition related to the relevant
Permission and as such, if not complied with, an FDD would be in breach
of the Permission. Further Permissions to such an FDD will only be
permitted once all previous Flying Display Director Post-Display Feedback
Forms have been received.
8.60 The CAA / MAA uses the intelligence gathered from these reports to
better understand the risks associated with Flying Displays, assist DAEs
in monitoring and evaluating standards, feedback lessons learnt to the
Flying Display community through briefings and seminars, identify
opportunities to improve Flying Display safety and inform the annual
review of CAP 403.
Reporting of occurrences and incidents
8.61 In addition to post-event feedback, FDDs are reminded of the importance
of reporting safety related events which endanger or which, if not
corrected or addressed, could endanger an aircraft, its occupants or any
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other person. FDDs should report any events that fall into this category
through the CAA Mandatory Occurrence Reporting (MOR) process.
8.62 FDDs are also encouraged to report any incidents or examples of errors
involving human factors that occur during a display to CHIRP who have a
dedicated Flying Display reporting stream designed to promulgate to the
wider community any lessons learned that could be of benefit to others.
8.63 Both of these reporting schemes are confidential and any follow up, or
material published, is de-identified to protect the reporter.
Action in the event of an aircraft accident
8.64 The DfT Air Accidents Investigation Branch (AAIB) must be informed of
any aircraft accident or serious incident by the quickest means of
communication available. The AAIB 24 hour reporting line number is
01252 512299. The Police must also be notified.
8.65 A accident or serious incident involving a military aircraft at any Flying
Display must be reported immediately to the MOD Deputy Chief of the
Defence Staff Duty Officer via telephone on 030 6788 8938. Further
details may be available in the military Operation Order, if one has been
issued.
Summary of FDD responsibilities
8.66 The FDD is responsible for:
a) The conduct of the activity carried out pursuant to a Permission
issued by the CAA for the purpose of carrying out a Flying Display
b) The Flying Display component of the event Risk Assessment
c) Designing a Display Area
d) Ensuring their Flying Display is safely organised and in compliance
with the provisions of this CAP
e) Ensuring that the Local Authority Safety Advisory Group (SAG) are
involved in the planning from the earliest opportunity possible.
f) Satisfying oneself that all pilot and aircraft documentation is current,
valid, applicable and appropriate
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g) The coordination, control43 and safety of all flying activity
h) Monitoring flying discipline during a Flying Display
i) The briefing (including the production of the display pilot’s written
brief) and debriefing of participating aircrew
j) The control of the Flying Display programme and cancellation or
modification to the programme in the case of adverse weather or
other conditions that directly affect the Flying Display
k) The appointment and management of a FCC (if required)
l) Ensuring appropriate arrangements for the Flying Display are in
place, including procedures for incident management
m) Submitting post event feedback (and occurrence reporting if
required)
n) Having an in depth working knowledge of the contents of this CAP.
43 Where an ATS is being provided by a licenced ATCO, the responsibility for the control of display
aircraft rests with the controller. FDDs and ATCOs must understand the boundaries of their responsibilities and mutually brief prior to the event to ensure there is no ambiguity and to agree any bespoke procedures including responsibilities for warning and STOP calls.
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Chapter 9
Air Traffic Services – requirements and information
General
9.1 This section provides guidance on the requirements for the provision of an
Air Traffic Service (ATS), Air Ground Communication Service or Radio
Communication Service at a Flying Display or Special Event.
9.2 EOs should ensure that the type of service they intend to provide is
appropriate for their event and that notification periods outlined in both this
Chapter, and Chapter 3, are complied with. The CAA may, in the
interests of safety, direct the person in charge of any aerodrome (other
than a Government aerodrome) to provide an Air Traffic Control Service, a
Flight Information Service or an Air / Ground Communication Service as
considered appropriate.
9.3 As a general guide, if an event is likely to generate more than 100
movements per day, proposals should be discussed with the appropriate
Principal Inspector (ATM). These discussions must be initiated in order
to allow at least 60 days from submission of the application to the date of
the event. If any doubt exists as to the need to provide an Air Traffic
Control Service, the organiser should contact the appropriate Principal
Inspector (ATM) for advice.
Air Traffic Control Service
9.4 The requirement to provide an Air Traffic Control Service depends on
various factors, some of which are listed below:
a) The number of aircraft expected to attend, the arrival / departure
‘time window’ available for these aircraft and the movement rate
generated by such
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b) The complexity of the flying programme e.g. is the event fixed-wing
aircraft only or a mix of rotary and fixed-wing aircraft? Are a wide
variety of aircraft types expected? Is it intended to operate cross
runways and / or include twilight operations?
c) The need to co-ordinate the activity with other ATS units in the area
9.5 Established ATC Units intending to facilitate a Flying Display or Special
Event that involves any new or significant changes to established ATM
arrangements at their units should notify their ATS regional office.
9.6 Approval for a Temporary Air Traffic Control Unit is required under Part 7
of the ANO. Article 205 Approval (Air Traffic Service Equipment) and
Article 206 Approval (Air Traffic Service Equipment Records) are included
in this requirement. It is essential that details of the radio and recording
equipment to be used are submitted a minimum of 60 days before the
date of the event.
9.7 If it is intended to establish a Temporary Air Traffic Control Unit at an
event, it is essential that organisers / operators refer to CAA CAP 670
ATS Safety Requirements, which contains comprehensive information
and requirements for the establishment of such a unit.
9.8 Information on the licensing of controllers for the purpose of establishing a
Temporary Air Traffic Control Service is available in CAP 1251.
9.9 The provider of an Air Traffic Control Service must be nominated and he
is required to apply to the appropriate CAA ATM Regional Office for
approval by a minimum of 60 days in advance of the event. Applicants for
the provision of a temporary Air Traffic Control Service shall complete
form OfW586a (Aeronautical radio ground station licence application form)
and submit to Ofcom, FAO Spectrum Licensing (Aeronautical). A copy of
the proposed Manual of Air Traffic Services Part 2 (MATS Part 2) shall be
submitted to the CAA ATM Regional Office as soon as possible but no
later than 60 days before the event. Guidance on the format of the MATS
Part 2 is provided in CAP 670.
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9.10 Questions relating to air traffic personnel requirements, provision of a
Visual Control Room and the procedures relating to the inspection and
approval of any facility are to be addressed to the appropriate Principal
Inspector (ATM).
9.11 The addresses of the CAA ATM regional offices are:
Principal Inspector (ATM) Safety and Airspace Regulation Group Aviation House Beehive Ringroad Crawley West Sussex RH6 0YR Telephone: 01293 573692 or 01293 573697 Email: [email protected] Principal Inspector (ATM) ATM Northern Regional Office First Floor Kings Park House Laurelhill Business Park Stirling FK7 9JQ Telephone: 01786 457418 Email: [email protected]
9.12 Further information applicable to the conduct of Special Events and ATC
licensing requirements can be obtained from the following documents:
a) CAP 670 ATS Safety Requirements
b) CAP1251 Air Traffic Controllers - Licensing
c) CAP 793 Safe Operating Practices at Unlicensed Aerodromes
d) Aeronautical Information Circulars
e) CAP 393 Air Navigation Order
Flight Information Service
9.13 EOs who wish to provide a Flight Information Service (FIS) at a temporary
site, or at an established site not normally providing FIS, are required to
apply to the appropriate CAA ATM Regional Office and submit a
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completed form OfW586a to Ofcom (FAO Spectrum Licensing
(Aeronautical)) at least 60 days prior to the event.
9.14 Temporary FIS must be provided in accordance with CAP 797 and CAP
1032.
9.15 Established FIS Units intending to facilitate a Flying Display or Special
Event that involves any new or significant changes to established ATM
arrangements at their units should notify their ATM regional office.
9.16 All relevant systems used in the provision of an ATS will require approval
in accordance with the requirements of the ANO.
9.17 Procedures for safe and efficient management of flights shall be collated
and submitted a minimum of 60 days before the event. Guidance for the
format of the Local Instructions is detailed in CAP 797 Flight Information
Service Officer Manual.
9.18 Organisers should refer to the following documents which are also
available on the CAA website:
a) CAP 1032 Aerodrome Flight Information Service Officer Licensing
b) CAP 797 Flight Information Service Officer Manual
c) CAP 774 UK Flight Information Services
d) CAP 413 Radiotelephony Manual
9.19 Further guidance can be obtained from the appropriate ATM Regional
Office and an application form OfW586a may be obtained from the Ofcom
web site.
Air Ground Communication Service (AGCS)
9.20 Many temporary events are supported by the provision of an Air Ground
Communication Service (AGCS). FDDs must ensure that they have
obtained an Article 205 approval and that personnel providing the AGCS
possess a Radio Operator’s Certificate of Competence (ROCC) (CA
1308). The holder of the Wireless Telegraphy Act (WTA) Licence is
responsible for ensuring that all individuals using the radio are competent
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in both the operation of the equipment and local procedures and must sign the certificate of competence to confirm this. FDDs should refer to:
a) CAP 452 The Aeronautical Radio Station Operator’s Guide; and
b) CAP 413 Radiotelephony Manual
9.21 Applications for AGCS should be made to Ofcom using form OfW586a.
Flying Display operational communications
9.22 Some events require communication for synchronisation or intervention
purposes only. Typically, Operational Control Communications (OPC)
assignments are used for synchronising single aircraft movements with
music or other ground activities. Such assignments can also be made for
the purposes of facilitating FDD intervention during a display. The latter
use will normally be assigned a ‘Judges’ callsign. EOs must ensure that
they have obtained an Article 205 Approval and the Wireless Telegraphy
Act (WTA) Licence. The WTA Licence holder is responsible for ensuring
that users of these ground stations use appropriate radio discipline.
9.23 OPC WTA licence applications are to be made to Ofcom using form
OfW586a.
Air Traffic Service personnel
9.24 ATCOs, or FISOs intending to provide an ATS at a Special Event or
Flying Display based at a temporary site, or a site not normally providing
the service intended must ensure that they:
a) Provide a minimum of 30 days’ notice to the appropriate Principal
Inspector (ATM) specifying the type of service they wish to provide,
confirming their licence details and requesting examination dates
b) Submit completed Forms SRG 1411b or SRG 1414
c) In the case of ATCOs, comply with the relevant requirements of CAP
1251
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Frequency allocation
9.25 A request for a frequency is integral to the ANO approval process. EOs
seeking approval are advised to apply as early as possible but not later
than 60 days prior to the event. Initiation of the frequency allocation
process is achieved through submission of form OfW586a to Ofcom. For
frequencies intended to be used by display aircraft only, it is
recommended that the use of “XXXXXX Display” is applied for when
proposing the event callsign on form OfW586a.
9.26 Change of use of an already allocated and approved radio frequency is
not permitted without the further approval of the CAA (ATM Regional
Office), and written consent of the existing WTA Licence and ANO
Approval holder (where not the applicant).
9.27 EOs should note that frequencies for use in Flying Displays and other
Special Events are in extremely short supply, and allocation cannot be
guaranteed.
Radio licensing charges
9.28 Charges become payable when an application is made for the temporary
allocation of a radio frequency, the establishment of a temporary ATCU
and the establishment of a temporary FISO unit in support of a Flying
Display or Special Event.
9.29 Charges for the establishment of a temporary ATCU are detailed in ORS5
CAA Scheme of Charges (Aerodrome Licensing and EASA Certification
and Aerodrome Air Traffic Services Regulation).
9.30 Charges for the establishment of a temporary FISO unit are detailed in
ORS5 CAA Scheme of Charges (Personnel Licensing).
9.31 Information of Ofcom radio licensing fees, and access to the Ofcom
payment portal, can be found on the Ofcom web site. Further advice on
individual circumstances can be obtained from
CAP 403 Chapter 10 - Ballooning as part of a Flying Display
Chapter 10
Ballooning as part of a Flying Display
Legal requirements
10.1 Balloon operators who carry fare paying passengers must hold a valid Air
Operators Certificate (Balloons) whether tethered or in free flight.
10.2 Pilots of free flight balloons are granted an exemption from the
requirement to hold a DA by General Exemption ORS4 No.1278.
10.3 Pilots of tethered balloons are not required under Article 86 of the ANO to
hold a DA.
General exemption
10.4 The General Exemption states that any pilot who is the holder of a Private
Pilot’s Licence (Balloons and Airships) or a Commercial Pilot’s Licence
(Balloons) is authorised to act as the pilot of a balloon taking part in a
Flying Display without holding a DA.
10.5 The General Exemption is available at ORS4 No.1278.
Considerations
10.6 The management of any ballooning during the effective times of a Flying
Display is the responsibility of the FDD. FDDs can delegate the
supervision, planning, organisation and subsequent running of balloon
activity to a suitably qualified balloon pilot but the ultimate responsibility
for the safe operation lies with the FDD.
10.7 Balloons require a large area to lay out and prepare for inflation. This
area can be between the Crowd Line and the display axis. The specific
requirements for the setup, lay out, inflation, free flight, tethered flight and
deflation should be discussed with the FDD in advance.
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10.8 If aircraft are displaying, wake vortices might be generated which could
affect the lay out and inflation of the balloons. Consideration by the FDD
and or the EO must be given to the effects on the Balloon of any form of
wind generation.
CAP 403 Chapter 11 - Parachuting as part of a Flying Display
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Chapter 11
Parachuting as part of a Flying Display
Legal requirements
11.1 Whilst parachuting itself does not constitute a Display Item requiring an
Article 86 Permission, this chapter is included in order to assist EOs and /
or FDDs.
11.2 Display parachuting can be arranged as an additional attraction at many
events including Flying Displays, or as an event in its own right. Display
teams must be in possession of a valid parachuting Permission as
required by Articles 89 and 90 of the ANO. This document is issued by
the CAA GA Unit with a condition that all parachuting operations are
conducted in accordance with the relevant provisions of the parachuting
Operations Manual currently in force as submitted to the CAA.
11.3 Parachute dropping aircraft must not execute a low pass after the drop,
unless the pilot holds a valid DA, and an Article 86 or SERA.5005
Permission is in place and the flypast has been approved by the FDD.
11.4 Aircraft can only be used for parachute dropping if there is information
available in the Flight Manual or Flight Manual Supplement relating to
parachute dropping for that particular aircraft. The aircraft must have
approved modifications, if necessary, for the purpose of parachute
dropping and must be operated in accordance with the Flight Manual or
Flight Manual Supplement.
11.5 The parachute display team leader is responsible for obtaining any air
traffic Permission in principle (e.g. Non-Standard Flights in Controlled
Airspace) and for notifying the proposed display to Airspace Regulation,
the British Parachute Association and to the local Police a minimum of 28
days prior to the event.
11.6 The parachute display team leader will require to obtain the written
Permission of the landowner concerned or their agent.
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Liaison and reconnaissance
11.7 The management of any parachuting during the effective times of a Flying
Display is the responsibility of the FDD. FDDs can delegate the
supervision, planning, organisation and subsequent running of a
parachute drop to the parachute team leader but the ultimate
responsibility for the safe operation lies with the FDD.
11.8 An experienced team member will need to visit the proposed landing area
in order to plot existing and anticipated hazards. This visit will ideally be
made at least six weeks before the proposed display.
11.9 The EO, FDD or appropriate representative should be present at this visit
in order to discuss:
a) Weather minima
b) Dimensions of the landing area required by the team
c) Arrangements for crowd control
d) Location of overshoot / undershoot areas, buildings and power lines
e) Locations of Spectator Areas, Car Parks, marquees and other
hazards (e.g. cranes used for bungee jumping)
f) First aid
11.10 The FDD must ensure that the parachute display team leader is informed
of any other aviation related activities known to be taking place at the
event or nearby (e.g. helicopter Pleasure Flights, tethered balloons, model
aircraft).
The Parachute Landing Area (PLA)
11.11 Where the designated PLA is on the display side of the Crowd Line, no
part of that area shall be closer than 15 metres to the Crowd Line.
11.12 Where the designated PLA is in an area set aside for Spectators, it must be enclosed with rope, tape or fencing and no parachutist shall intentionally land closer than 15 metres to any spectator.
11.13 The PLA available must be a minimum of:
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i) 5000 square metres in area with a minimum width of 50 metres for
‘C’ and ‘D’ licence parachutists
ii) 20000 square metres in area with a minimum width of 100 metres for
‘B’ licence parachutists
11.14 The PLA must be suitably marked and must be clearly identifiable by
each parachutist from the time he exits the aircraft.
The display
11.15 When the display of parachuting forms part of a Flying Display, the Pilot in
Command of the parachute dropping aircraft must obtain a briefing from
the FDD.
11.16 Aircraft carrying parachutists may overfly the Spectator Area or Car Parks
whilst positioning to drop, but not below a minimum height of 1500 feet
ASL.
11.17 The parachute display team shall provide a ground party at the PLA who
must be able to communicate with the parachute dropping aircraft by
means of signal panels and / or radio.
11.18 Over water displays must have a rescue boat in attendance with crew
conversant with foot launched aircraft and pilot egress.
11.19 Parachute display team leaders should study the additional guidance
material for parachuting displays contained within CAP 660 Chapter 4.
11.20 For freefall parachute displays, the minimum height by which parachutists
must have their main parachute open is normally 2,500 feet ASL. World
Air Sports Federation, Fédération Aéronautique Internationale (FAI), ‘C’
and ‘D’ Certificate holders and British Parachute Association ‘C’ and ‘D’
licence holders, may delay opening to 1500 feet ASL44.
44 Static line only: A 1200 feet ASL minimum opening height is permitted.
CAP 403 Chapter 12 - Paragliders and Hang-gliders (unpowered) as part of a Flying Display
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Chapter 12
Paragliders and Hang-gliders (unpowered) as part of a Flying Display
General
12.1 Displays encompassing the operation of paragliders and hang-gliders
present unique issues to the EO and / or the FDD. These issues should
be discussed early in the development of the flying programme.
12.2 FDDs should consider programming events in such a manner that
potential conflicts between other aircraft, paraglider and hang-glider pilots
are minimised.
Pilot requirements
12.3 Pilots must hold a valid recognised paragliding qualification or rating, for
example a British Hang-Gliding and Paragliding Association ‘Pilot’
qualification or the FAI International Para Pro Level 4 qualification.
12.4 Pilots must hold a valid UK CAA DA with the relevant category included.
12.5 Pilots must hold a valid radio licence (if required). The use of non-
aviation frequency radios is not recommended.
12.6 Pilots must ensure they have valid 3rd party and public liability insurance,
that includes display flying, to an appropriate minimum level of cover.
12.7 Pilots will be required to evidence their valid ratings / licences (etc) to the
FDD prior to the event by providing a certified declaration as per
SRG1327.
12.8 The paraglider or hang-glider Display Pilot or team will require the written
Permission of the landowner concerned or their agent.
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Liaison and reconnaissance
12.9 The FDD, Display Pilot or an experienced team member will need to visit
the proposed take off, flying and landing areas in order to plot and record
existing and anticipated hazards. This visit should ideally be made at
least six weeks before the proposed display.
The FDD must be present at this visit to discuss:
a) Weather minima
b) Dimensions of the landing area required
c) Arrangements for crowd control
d) Location of overshoot / undershoot areas, buildings, power lines,
roads and Congested Areas
e) Locations of Spectator Areas, Car Parks, marquees and other
hazards (e.g. cranes used for bungee jumping)
f) First aid
12.10 The FDD must ensure that the Display Pilot or team is informed of any
other aviation related activities known to be taking place at the event or
nearby (e.g. helicopter Pleasure Flights, tethered balloons, model aircraft
flying, displaying aircraft).
The Landing Area
12.11 Where the designated landing area is on the display side of the Crowd
Line, no part of that area shall be closer than 30 metres to the Crowd Line
parallel to the approach.
12.12 Where the designated landing approach and landing direction is towards a
Crowd Line, no part of the landing area shall be closer than 30 metres
from the Crowd Line.
12.13 Where the designated landing area is adjacent to an area set aside for
Spectators, it must be enclosed with rope, tape or fencing. In this case,
the minimum designated landing area shall have a minimum of 60 metres
available for landing into wind with at least 30 metres laterally. In addition
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to the 30 metre x 60 metre landing area there must be a minimum lateral
separation distance of 30 metres in all directions from any Spectators.
12.14 No paraglider or hang-glider pilot shall overfly any Spectator.
12.15 The landing area must be clearly identifiable and must be fully briefed to
each pilot prior to launch.
The display (when the display forms part of a Flying Display)
12.16 The paragliding / hang-gliding pilot or display team must fly with an
emergency (back up) reserve parachute.
12.17 The paragliding / hang-gliding pilot or display team shall ensure there is a
ground party at the landing site who must be able to communicate with
the launch point or dropping aircraft by means of signal panels and / or
radio. The ground party should also be able to communicate with the
airborne pilots by signal panels or radio.
12.18 Over water displays must have a rescue boat in attendance with crew
conversant with foot launched aircraft and pilot egress.
12.19 The display elements must be completed and the paraglider / hang-glider
must be in normal flight to commence the landing approach at a height no
lower than 200 feet when over land and 100 feet when over water unless
approved otherwise on the pilot’s DA.
Post-landing
12.20 A specific area suitably clear of obstructions should be set aside for the
packing up of the equipment. Ideally it should not be under the Display
Area or be exposed to any downwash, jet blast etc.
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Separation Distances
12.21 Minimum Separation Distances for paragliders and hang-gliders are
contained in the table below:
Type of aircraft Type of display Lateral Separation Distance
Paraglider and
Hang-glider
(unpowered)
Take-Off / Landing 30 metres
Flypast 100 metres
Full Aerobatic* 150 metres
* Full aerobatic flight for these aircraft include, but are not limited to,
angles of bank exceeding 60 degrees, spins, loops, inverted flight, figures
in which all or part of the aircraft is moving backwards or rotating and
manoeuvres in which all or part of the aircraft is collapsed.
12.22 Take-off may be commenced from a point no closer than 30 metres from
the crowd line provided the take-off run and subsequent climb out
continues away from the crowd line to meet and maintain the minimum
Separation Distance for the duration of the display.
Down draughts, prop wash and jet blast
12.23 Moving / disturbed airflow, however caused, has a great effect on the
control of a paraglider or hang-glider as they are susceptible to air
turbulence. Provision should be made to reduce the likelihood of rotating
propellers, jet blast and turning rotor blades being within the proximity of
paragliders so as not to affect them.
CAP 403 Chapter 13 - Foot-launched aircraft as part of a Flying Display
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Chapter 13
Foot-launched aircraft as part of a Flying Display
General
13.1 Flying Displays encompassing the operation of foot-launched aircraft
present unique issues to the EO and / or the FDD. They should be
discussed early on in the flying programme development
13.2 Pilots must hold a recognised foot-launched aircraft qualification or rating.
13.3 Pilots must hold a valid UK CAA DA with the relevant category included.
13.4 Pilots must hold a valid radio licence (if required). The use of non-
aviation frequency radios i.e. ‘walkie talkies’ is not recommended.
13.5 Pilots must ensure they have valid insurance that includes third party
liability and display flying.
Pilot access to the launch area
13.6 A specific area suitably clear of obstructions should be set aside for the
set up and subsequent re-packing of the equipment. Ideally it should not be under the Display Area. When selecting a suitable operating area,
careful consideration must also be given to terrain and obstruction
induced turbulence.
Separation distances
13.7 Separation Distances for foot-launched aircraft must comply with the
table in Chapter 5. Take-off may be commenced from a point no closer
than 30 metres to the crowd line provided the take-off run and subsequent
climb out continues away from the crowd line to meet and maintain the
minimum Separation Distance for the duration of the display. Otherwise
the minimum Separation Distance for take-off and landing shall be 50
metres.
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Down draughts, prop wash and jet blast
13.8 Moving / disturbed airflow, however caused, has a great effect on the
control of a foot launched aircraft as they are susceptible to air turbulence.
Provision should be made to reduce the likelihood of rotating propellers,
jet blast and turning rotor blades being within the proximity of the foot-
launched aircraft so as not to affect them.
Maximum wind limitations
13.9 Take-off and landing has to be made directly into wind, with a maximum
wind strength of only 10kts for some foot-launched aircraft.
CAP 403 Chapter 14 - Air racing as part of a Flying Display
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Chapter 14
Air racing as part of a Flying Display
General
14.1 Display flying involves operating aircraft close to their permitted limits
while close to the ground without the element of competition. Air Races
add an element of competition which can subject aircraft and pilots to
greater than normal risks, together with the added psychological pressure
of performing to an audience. Accordingly, an un-scripted air race
involving multiple aircraft flying the same course in competition introduces
a large degree of unpractised manoeuvring that does not fit within the
Flying Display environment45.
14.2 Pre-briefed, ‘stage-managed’ air racing is permitted at a Flying Display
where aircraft fly at pre-determined normal operating speeds, rather than
at maximum possible speed.
14.3 All pilots must hold a minimum of a Tailchase DA. The ‘race’ must be
briefed by the holder of a Tailchase Leader DA. All pilots must hold a DA
appropriate to any combined manoeuvring planned after the end of the
‘race’.
14.4 The minimum Separation Distance between aircraft during the ‘race’,
including while overtaking, is 50 metres.
14.5 The minimum Separation Distance from the crowd line must be in
accordance with Chapter 5.
14.6 The minimum height (within the authorised Display Area) must be the
event minima or the individual pilot’s permitted minima, whichever is the
higher. In addition, for air race scenarios, an absolute minimum of 100
feet AGL / ASL applies.
45 This does not exclude competition flying involving single aircraft flying a set course against the
clock from being incorporated as part of a Flying Display.
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14.7 The FDD should consider and plan for the variations in speed of the
different types involved, as well as any ground handling differences.
14.8 The FDD must ensure that the ‘air race’ briefing includes departure order
and timing, overtaking, the requirement for aircraft to manoeuvre
predictably and to avoid the aircraft ahead especially during and after
overtaking, post-race positioning and landings.
CAP 403 Chapter 15 - Banner towing as part of a Flying Display
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Chapter 15
Banner towing as part of a Flying Display
General
15.1 Banner towing as part of a Flying Display requires co-ordination between
the FDD, the participant and ATS provider as the ‘combination’ is slow to
manoeuvre and susceptible to drift.
15.2 Aircraft can only be used for banner towing if there is information available
in the Flight Manual or Flight Manual Supplement relating to towing for
that particular aircraft. The aircraft must have approved modifications if
necessary for the purpose of towing and must be operated in accordance
with the Flight Manual and any applicable Flight Manual Supplements.
DA requirements
15.3 The Participant must hold a valid UK CAA DA which includes Permission
to tow banners.
Separation distances
15.4 Pick up gates and drop zones shall be no closer than 75 metres from the
crowd.
15.5 Display passes must be such that if the banner falls it shall be no closer
than 75 metres horizontally from the crowd. Except for pick up and drop
passes, the tail of the banner must not be lower than 200 feet ASL.
Considerations
15.6 Banner towing requires a dedicated area that should be set aside for the
set up, pick up and dropping of the banner. This area should be on open
ground with no obstructions particularly on the approach and climb out
which is usually into wind.
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15.7 The combination of towing aircraft and banner must not be flown under /
over or around by any other aircraft.
15.8 Formation may be flown with a banner in tow, or with a tow rope attached,
provided that any Formation changes are at a safe distance behind the
lead aircraft taking into account the possibility of the banner or tow rope
separating from the towing aircraft.
15.9 When banner towing is conducted outside of an Article 86 Flying Display
or SERA Minimum Height and Visual Flight Rules Permission time period,
the combination must at all times comply with the Rules of the Air
Regulations and SERA, with particular attention to Congested Areas,
increased density of people and the ability to land clear in the event of an
engine failure.
CAP 403 Chapter 16 - Twilight and airborne pyrotechnic displays
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Chapter 16
Twilight and airborne pyrotechnic displays
General
16.1 Displays during twilight should take account of some additional factors
caused by low light levels. Particularly, but not exclusively:
a) reduced and deceptive visual references
b) factors influencing light levels such as cloud and showers
c) inadvertent entry into cloud
d) a pilot’s ability to identify and select a suitable area to force land
16.2 The planning by the FDD and the participant must identify and reduce the
hazards associated with flying in low light conditions (for instance, Display
Lines may be marked with lights).
16.3 Due to the increased risks associated with display in low light levels, all
displays during twilight require sufficient inflight visibility to assure visual
references can be maintained. The pilot or FDD may use higher inflight
visibility and height minima having taken into account the terrain, marking
/ lighting of flightpath and display area, ambient light levels, the loss of
visual cues and references, moon phase, calm water and consideration of
disorientation due to the ‘black hole effect’.
16.4 Prior to a twilight display, pilots must familiarise themselves with the local
topography, emergency landing areas, crowd lines, display lines, and key
visual references during daylight.
16.5 Pilots should plan their manoeuvres to avoid losing sight of key visual
references which are required to maintain adequate situational awareness
throughout the display.
16.6 Manoeuvres that increase the risk of losing situational and spatial
awareness with low light levels and limited visual reference points should
be avoided.
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16.7 Before a display twilight conditions, pilots must plan a strategy such that if
they get disorientated and Situational Awareness (SA) is lost, they can
regain awareness quickly to ensure a safe outcome.
Considerations include:
a) visibility, cloud ceiling and wind at flying altitude before display
b) use of the attitude indicator (if fitted and sufficiently reliable) to
update attitude awareness
c) moving map (GPS) to update position awareness
d) establishing a minimum ‘refuge’ height in the vicinity of the display
which is safely above local terrain and obstructions for visual flight in
conditions of poor light or restricted visibility
e) key visual references for orientation, including features like the
moon, high contrast visual cues on the ground, areas of significant
lighting around built up areas.
f) communication (with formation / tail chase / team members / FDD
etc)
g) modification or termination of display.
Airborne displays using pyrotechnics
16.8 As display pilots performing airborne pyrotechnic displays cannot fully
assess the fall and safe burn rates of discharged pyros they have left
behind, a suitable ground based observer capable of communicating with
the pilot must be in place to advise46.
16.9 If the FDD or ground based observer considers that the fall-out is posing a
hazard to people or property he must call ‘Pyros Too Close’ or ‘Pyros Too
Low’ or both in order to remove the hazard.
16.10 Airborne displays using Pyros must take into account the following but not
limited to:
a) Momentary blindness when firing and looking into pyros
b) Fall-out from emitting fireworks
46 There is no requirement for an observer if only PRT 3 pyros are used.
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c) Increased fire hazards both on the ground and in the air
16.11 Pyro devices and projectiles (including dross, embers or remnants) must not be released with a trajectory that could result in projectiles landing in
spectator areas; consideration must be given to release height, wind drift
and lateral separation distances increased accordingly.
16.12 Both the FDD and pilot(s) shall discuss their planned action(s) in the
event of an engine failure when the pyrotechnic is burning or still hot.
Consideration must be given to the flight path to reach the emergency
landing areas.
Pyrotechnic risk classification
16.13 For the purpose of determining the risks associated with the use of pyros
during Flying Displays, pyros are categorised into 3 Pyro Risk Tiers
(PRT)47.
d) PRT 1 – Any pyro with emitted particles that burn for 8 seconds or
longer and any pyro with an MPRH ≥ 1000 feet. Examples include
Aluminium Waterfalls, rocket fireworks, SOLAS parachute flares and
shells ≥ 75mm
a) PRT 2 – Any pyro with emitted particles that burn for less than 8
seconds or pyros with a MPRH below 1000 feet. Examples include
some waterfalls, Roman Candles, Comets, Mines, cakes and shells
<75mm
b) PRT 3 – Any pyro with zero dross, “cold burn” proximate pyros,
smoke generators and pyros with a ground level MPRH. Examples
including fountains, gerbs, flares, flashing bengals, smoke grenades
Minimum Pyrotechnic Release Heights (MPRH)
16.14 Pyros must be fired or released above a height at which they will have
burnt out and cause no risk to public safety by the time they reach the
surface. As pyros have varying burn and descent rates, pilots must have
47 With reference to manufacturers Material Safety Data Sheets (MSDS)
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tested and practiced with the pyros in order to establish the MPRH and
PRT. MPRH must incorporate a margin for error.
16.15 Pyros falling into the PRT 1 and 2 categories must be fired or released no
lower than the established MPRH.
16.16 Pyros falling into the PRT 1 and 2 categories may be fired or released
from below the established MPRH if:
a) the pyros are fired or released over water
b) the pyros are fired or released over areas specifically risk assessed
by the FDD where there is no risk to public safety and a ground
based observer / FDD and appropriate fire cover is in place. Details
must be included in the submitted Flying Display risk assessment.
16.17 Pyros falling into the PRT 3 category may be fired or released from the
higher of either the issued Permission height minimum, that specified in
the pilot’s DA or any FDD imposed minimum.
16.18 Established PRTs and MPRHs for each pyro must be declared on form
SRG 1327 (Display Pilot’s Certified Declaration for submission to the
FDD) and agreed in advance with the FDD. Where multiple types of pyro
could be used complete details should be added to the form as an
attachment that includes each pyro’s common name, a description of the
effect, it’s firing duration, PRT, MPRH, position on aircraft and firing
choreography, for example:
a) Outdoor Waterfall, trail of sparks, Duration 60s, PRT 1, MPRH
1200ft, from aircraft wingtips, 2 pyros fired in series at start of the
display.
b) Roman Candle, multishot of coloured stars, Duration 25s, PRT 2,
MPRH 100ft, from aircraft wingtips, 2 separate pyros fired during
vertical rolls and loops, see ribbon diagram.
c) Smoke Grenade, Duration 45s, PRT3, MPRH Ground level, from
skydivers ankle, fired in freefall.
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Wind speed and direction of fallout and rate of fall
16.19 Careful consideration must be given to where any fallout might reach the
surface during normal operation or if a malfunction occurs. A fall out zone
must be established for PRT Tier 1 and Tier 2 pyros.
Consideration must be given to the following
a) Flammability of the Surface of the fall-out zone
b) PRT, Pyrotechnic type and characteristics of falling embers
c) Pyrotechnic release heights
d) Wind at flying heights
e) Wind at surface
f) Emergency landing areas and the flight paths required to reach them
Anticipating a pre-ignition and / or failure in the air and on the ground
16.20 Consideration must be given to:
a) The potential for uncommanded ignition or pre-ignition in the air and
on the ground, which might cause pyros to ignite out of the planned
sequence, momentary blindness and distraction in the air, a fire or
smoke hazard on the ground.
b) Anticipating a forced or early landing before the pyro has
extinguished
16.21 Additional pre-display planning is essential to cater for a pyro that might
still be alight or hot when the aircraft reaches the ground.
16.22 Routing to and from the venue should be carefully planned so as to
minimise the risks associated with falling debris.
16.23 Spent pyro canisters might cause runway FOD issues, therefore planning
to minimise runway disruption is essential. Consideration should be given
to requesting a runway inspection after any landing with spent pyros.
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Safety information and special handling details
16.24 All pyros require safe and careful handling. Details of specific handling
requirements must be sent to the FDD and communicated to the
Emergency Services prior to the event.
16.25 Details of each pyro should include who is handling the pyro, the planned
storage area prior to preparation and fitting, preparation areas, fitting
areas, quantity and position of the pyros on the aircraft.
16.26 Each pyro should be classified by generic pyro type, UN Number, PRT
and MPRH, and Material Safety Data Sheets (MSDS) or a Safety Briefing
Summary Sheet48 must be made available to the FDD.
16.27 FDDs should discuss the types of pyros that are to be used during the
display with the operator and / or pilot to ensure that emissions during the
display will be contained within the risk assessed area.
16.28 In the event of an inadvertent ground fire that poses a risk to public safety,
the FDD must terminate the display.
16.29 In the event that a ground fire is seen by the pilot, they should inform
ground personnel (FDD / FCC / ATS) as soon as workload and flight
safety permits.
16.30 All ground fires must be reported on the joint CAA / MAA ‘Flying Display
Director Post Display Feedback Form’ SRG1305 with details.
16.31 If a display is stopped due to a ground fire, then an MOR should be made
with details of why the display was stopped, the type(s) of pyrotechnic,
phase of display, minimum altitude being used, location, size and spread
of the fire and an account of any injuries.
48 When an aircraft carries pyrotechnics across several PRT Tiers, it is recommended the FDD is supplied with a
Safety Briefing Summary Sheet to share with the Emergency services.
CAP 403 Chapter 17 - Model aircraft and Unmanned Aircraft Systems (UAS) as part of a Flying Display
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Chapter 17
Model aircraft and Unmanned Aircraft Systems (UAS) as part of a Flying Display
General
17.1 The management of any model aircraft or UAS flying during the effective
times of a Flying Display is the responsibility of the FDD. FDDs can
delegate the supervision, planning, organisation and subsequent running
of a model aircraft or UAS display to a Model Flying Display Director
(MFDD)49 but the ultimate responsibility for the safe operation lies with the
FDD.
17.2 Uncontrolled free flight models must not be flown during the period of a
Flying Display.
17.3 The operation of model aircraft and UASs shall be in accordance with the
requirements of CAP 658 Model Aircraft: A Guide to Safe Flying and CAP
722 Unmanned Aircraft System Operations in UK Airspace as
appropriate.
17.4 All applications for model aircraft or UAS Exemptions and Permissions
must be made using the application process listed in the UAS webpages
of the CAA website www.caa.co.uk/uas. Enquiries should be directed to
17.5 Where the designated model aircraft / UAS Display Area is in an area set
aside for the Spectators it shall be safely enclosed.
17.6 Model aircraft and UASs with a mass of more than 20kg are required to
hold a CAA Exemption to fly. The Exemption will state the physical
characteristics of the aircraft and the name(s) of the pilot(s) allowed to fly
it. An Exemption to Test Fly is not valid at a public event including Flying
Displays. Pilots are required to hold a British Model Flyers Association
49 As defined in CAP658
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(BMFA) Qualification B, or a Large Model Association (LMA) Proficiency,
or an equivalent qualification and valid insurance that includes third party
liability.
17.7 The FDD and the MFDD should consider the need to add an additional
Separation Distance for models / UASs of exceptional dimensions, weight
or performance. Some jet model aircraft are capable of speeds in excess
of 200 mph.
17.8 The FDD is responsible for ensuring that model aircraft / UAS displays are
adequately separated in distance or time from other flying events. Where
the model / UAS flying is taking place on the display side of the Crowd
Line, there should be direct communications between the FDD and the
MFDD to ensure that in the event of an aircraft emergency the model /
UAS flying can be stopped as quickly as possible.
17.9 The MFDD will assist in the planning of the model / UAS Flying Display
and is responsible for arranging strict control and use of model / UAS
aircraft transmitters and frequencies, the airworthiness of all model aircraft
/ UASs, the competence and the briefing of their pilots and control of the
model / UAS flying area.
17.10 An appropriate number of Flight Line Marshalls responsible to the MFDD
must be appointed at medium to large scale events to directly control the
active model flying. At smaller events this role may be assumed by the
MFDD.
Model aircraft display limitations
17.11 The Separation Distances between Spectators and model aircraft / UASs
must be maintained whether they are flown in a specified area or on the
display side of the Crowd Line. Refer to www.caa.co.uk / CAP658.
17.12 The Minimum Separation Distance for models / UASs of 7 kg and under is
30 metres. For models / UASs over 7 kg the Minimum Separation
Distance is 50 metres, but this distance may be reduced to 30 metres for
take-off and landing only.
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17.13 For models / UASs of over 20kg, and all gas turbine powered model
aircraft, a greater Minimum Separation Distance of 75 metres is required.
This distance may be reduced to 30 metres for take-off and landing only.
17.14 The FDD and MFDD should also consider the need to add an additional
separation distance for models and UASs of exceptional dimensions,
mass or performance.
17.15 The recommended weather limits for model aircraft and UAS flying are a
minimum visibility of 500 metres and a maximum wind strength of 25kts.
Full size and model aircraft synchronised displays
17.16 Where a Display Item consists of a full size aircraft and a model aircraft or
UAS, a number of risk factors must be considered. The Display Pilots
must determine a safe method of flying the routine taking into account the
difficulties of ensuring that the required Separation Distance between the
two (or more) aircraft and the Spectators is maintained. The judging of full
size / model / UAS Separation Distances by the ground based pilot
becomes increasingly difficult as the horizontal distance between them
and the model aircraft increases.
17.17 The Display Pilots will need to fully brief the FDD on the Display Routine
including any specific requirements for set up and recovery prior to and
after the display.
17.18 The model aircraft pilot is not required to hold a DA but must hold a
BMFA B or a LMA Proficiency, or an equivalent qualification to display at
a Flying Display. The Display Pilot must have successfully passed an
evaluation to upgrade the DA to include ‘Display flying with model aircraft’.
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Appendix A
Risk Assessment
Flying Display risk management
A1 At any Flying Display or Special Event there are hazards that might cause
harm to people. EOs are accountable for ensuring that their events are
managed safely, including the management of the risks created by any
display flying that forms part of their event. The FDD is responsible for the
Flying Display component of any event risk assessment.
A2 The risk management procedure that follows ought to suit the needs of
most Flying Displays and Special Events. If further advice is required on
conducting a Flying Display Risk Assessment or the Risk Assessment
process itself, then please contact the CAA GA Unit.
Why is risk management important?
A3 Displaying aircraft close to the ground and large numbers of people has
inherent risks. Risk management should be focussed on identifying the
hazards and then minimising the resultant risks so that the probability of
an incident is reduced and the consequences of an incident are
minimised. A FDD, AFDD or Pilot should understand the hazards
associated with the activity being undertaken, in the location it is being
carried out, in order to identify the key components in effective risk
management.
The risk management process
A4 Risk management can be challenging and time consuming and it is
therefore important that you follow the guidance in this Appendix as a
minimum. The risk management process starts with identifying the
hazards created by the Flying Display or Special Event and then
assessing the risks associated with those hazards in terms of likelihood
(what is the likelihood of the risk associated with a hazard happening?)
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and severity (if the risk associated with a hazard occurs how bad will it
be?). Once the level of risk is identified, appropriate mitigation measures
can be implemented to reduce the likelihood or severity50 (and accordingly
the level of risk) to an acceptable level. The implemented mitigation
measures should then be monitored to ensure that they have had the
desired effect.
A5 The Health and Safety Executive use the verdict from the Court of Appeal
in Edwards vs the National Coal Board in 1949 as a basis for explaining
As Low As Reasonably Practicable (ALARP). Making sure a risk has
been reduced to ALARP is about weighing the risk against the sacrifice
needed to further reduce it. Taking all Reasonably Practicable measures
to reduce a risk does not automatically mean the risk is acceptable or
tolerable; an FDD or pilot has to judge whether an activity is still
appropriate having taken all the Reasonably Practicable measures
possible.
A6 The complexity of the risk management process should reflect the scale
of the risk created by the display being planned. This applies both in
terms of the scale of the event and in terms of the individual hazards that
are identified. For example, it would be expected that a large Flying
Display with a number of different Display Items / types with a significant
number of spectators would identify more hazards (and therefore risk)
than a smaller, simpler event where far fewer people and aircraft might be
involved. As such, a larger event will require more consideration than a
smaller event and the Risk Assessment will differ accordingly.
A7 Risk Assessments should cover all people associated with a Flying
Display, including pilots, staff and volunteers and members of the public
both inside and outside of the event. In general, the purpose of the Risk
Assessment is to determine the risk posed to people and how that risk is
mitigated to an acceptable level.
50 In most cases, the severity of the outcome is more difficult to reduce than the likelihood of the risk
occurring, therefore risk assessors should concentrate primarily on reducing the likelihood to reduce the risk to ALARP.
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A8 All Risk Assessments are reliant on both the quality of the information
used and the knowledge of the people involved when conducting the
assessment. Therefore, it is important to include people with relevant
expertise and experience in the risk management process to ensure its
accuracy and robustness.
A9 It follows that the risk management process must be undertaken by
people who are aware of the risks associated with the activity being
assessed, have knowledge of the range of mitigations available to reduce
any risk and who can use sound judgement in the preparation of the
assessment. The assessor(s) should also be aware that in the event of a
subsequent accident or incident, the Risk Assessment process might be
challenged.
A10 The risk management process is illustrated below:
Hazard identification
Risk assessment
Risk mitigation
Risk recording
Monitoring and
improvement
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Hazard / risk definition
A11 A hazard is defined as any condition, event, or circumstance which could
induce an accident51.
A12 A risk is defined as a combination of the likelihood of a hazard occurring
and the severity of the accident that could result; e.g. the higher the risk,
the more likely the accident will occur and / or the more severe will be the
consequence.
A13 For example, bird activity in or around an aerodrome is a hazard to aircraft
operations. One risk associated with this hazard is that a bird strike
causes an aircraft engine to fail resulting in the aircraft crashing, harming
the pilot and / or the public.
A14 In general, a hazard exists in the present whereas the risk associated with
that hazard is a potential future outcome.
Hazard identification
A15 Hazard identification is fundamental to effective Flying Display risk
management and there are benefits to approaching the task formally.
Depending on the size of the display, and the organisation surrounding it,
there are many ways of identifying hazards. The following methods might
be useful:
a) Brainstorming. Where a safety committee, Flying Control
Committee and others involved in the organisation of a display meet
to identify possible hazards. Simulation and table top exercises of
possible scenarios can be an effective part of the brainstorming
process. It should be noted that brainstorming sessions need not
be limited to Safety Committee and FCC members and can include
any interested parties or person thought worthy of inclusion
b) Review of data. Reviewing data from previous accidents and
incidents can provide a useful source of information to assist with
hazard identification.
51 Accident as defined in CAP 760.
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c) Incident reporting. Mandatory / voluntary incident reporting
schemes (internal and external) can provide information to help
guide the hazard identification process.
d) Audits. Internally or externally conducted safety assessments /
audits (if available) can illustrate and highlight potential pitfalls that
have been identified previously.
e) Safety information. Safety information from external sources; e.g.
similar organisations, media, AAIB, CAA, HSE, etc also provide
useful data that can help with hazard identification.
f) Generic hazard checklists. These can be found on the internet
and through organisations such as the HSE.
A16 When defining risks in relation to hazards all initiating events should be
considered and listed. This will help avoid mistakes when calculating the
risk rating and assist in identifying potential mitigations.
A17 The CAA recommends recording all hazards identified during the Risk
Assessment process including any hazards identified but deemed not
applicable. This information may be requested by the CAA GA Unit
during the approval process of a Flying Display or Special Event
Permission or by other agencies if required.
A18 Examples of hazards at Flying Displays that should be considered as part
of the hazard identification process include:
a) Hazardous materials carried by aircraft
b) Congested Areas in the vicinity of a Display Area
c) Electricity pylons
d) Displaying and non-displaying aircraft
e) Human Factor influences
f) Sources of visual confusion
g) Major and minor roads
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h) Public footpaths and rights of way
i) Potential areas of congregation of secondary spectators
j) Occupied properties
k) Display location topography
A19 Further information on hazard identification can be found in the CAA’s
CAP 760, ‘Guidance on the Conduct of Hazard Identification, Risk
Assessment and the Production of Safety Cases’.
Risk Assessment
A20 A risk assessment process starts with defining the risk(s) associated with
the hazard(s) previously identified. There may be more than one risk
associated with a particular hazard and a Risk Assessment may need to
be conducted for each risk.
A21 The next step is to assess the risks in terms of likelihood and severity.
Note that the initial Risk Assessment should assume that all legal
requirements and good practice guidelines contained within CAP 403 are
already being met.
A22 Once the risks have been assessed in terms of likelihood and severity,
mitigating actions necessary to reduce the risk to ALARP can be decided
upon. Implemented mitigation measures should reduce the likelihood of
the risk occurring and / or reduce the severity of the outcome if it does.
Risk Likelihood (L)
A23 In order to assess an initial risk likelihood (L) any mitigation measures
currently in place to reduce the likelihood should be taken into account.
A24 To help assess the likelihood the following questions should be asked:
a) Is there a history of similar occurrences (either at the proposed
display location or at others) to the one under consideration, or
would this be an isolated occurrence?
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b) What impact do the types of aircraft and display items have on the
likelihood of incidents occurring?
c) How many people are involved and how likely is it that they would be harmed?
A25 A guide to assessing likelihood is in the table below:
Likelihood of Occurrence (L)
Description Meaning
Frequent (5) Likely to occur many times (has occurred frequently)
Occasional (4) Likely to occur sometimes (has occurred infrequently)
Remote (3) Unlikely to occur but possible (has occurred rarely)
Improbable (2) Very unlikely to occur (not known to have occurred)
Extremely Improbable (1) Almost inconceivable that the event will occur.
Risk Severity (S)
A26 In order to assess the initial severity (S) any mitigation measures that are
already in place to reduce the severity should be taken into account.
A27 To help assess the severity the following questions should be asked:
a) What harm would be caused?
b) Would lives be lost?
c) Who would be affected (pilots, Spectators, bystanders, volunteers,
workers, etc)?
d) What are the likely commercial implications or media interest?
e) Would there be a loss of reputation?
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A28 A guide to assessing severity is in the table below:
Severity of consequences (S)
Classification Meaning
Catastrophic (5) Multiple deaths, usually with loss of aircraft.
Hazardous (4) Large reduction in safety margins leading to serious or fatal injury to small number of people. i.e. ground fatality and / or pilot fatality.
Major (3) Significant reduction in safety margins leading to serious incident or injury.
Minor (2) Minor injury.
Negligible (1) Any event which is considered to be less severe than ‘Minor‘
Risk tolerability
A29 Once the likelihood (L) and severity (S) have been defined, a risk
tolerability matrix such as the one below can be used to assess how
tolerable the risk is.
Risk likelihood (L)
Risk severity (S)
Catastrophic (5) Hazardous (4) Major (3) Minor (2) Negligible (1)
Frequent (5) Unacceptable
Unacceptable
Unacceptable Review
Acceptable
Occasional (4) Unacceptable
Unacceptable Review
Review
Acceptable
Remote (3) Unacceptable
Review
Review
Acceptable
Acceptable
Improbable (2) Unacceptable
Review Review Acceptable Acceptable
Extremely improbable (1)
Review
Acceptable Acceptable Acceptable Acceptable
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A30 Using a risk tolerability matrix, the risk can then be classified as either
acceptable, to be reviewed, or unacceptable. A suitable risk mitigation
strategy can then be developed if required to reduce the risk to ALARP.
Risk rating categories
A31 Unacceptable: The likelihood and / or severity of the consequence is
intolerable. The Flying Display must not proceed as planned; the
planned display items and their routines may be reviewed at this point to
reduce the risk category. If it remains Unacceptable, mitigation measures
to reduce the risk must be implemented in order to control the risk to
ALARP and to (at least) the Review category. If, after reducing the risk to
ALARP it is still Unacceptable the activity must not take place as
planned.
A32 Review: The severity and / or likelihood is of concern and the risk must
be further mitigated. If, after mitigating the risk to ALARP, the risk
remains in the review category the FDD must consider the benefit of
continuing with the flying display versus the residual risk. If the benefit
outweighs the risk, then the FDD may consider the risk tolerable and
accept it. If the benefit doesn’t outweigh the risk, or the FDD doesn’t
consider the risk tolerable then, by default, it becomes Unacceptable and
the activity, as planned, must not go ahead.
a) Review decisions should be made in consultation with the EO as the
overall risk owner for the event.
b) Review decisions must be appropriately recorded.
A33 Acceptable: The consequence is so unlikely, or not severe enough, to
be of significant concern and the FDD considers the risk tolerable.
However, a risk being Acceptable does not mean it is ALARP; all risks
should be reduced to ALARP to minimise the risk to both pilots and the
public.
A34 Remember, for all risk categories, mitigating a risk to ALARP does not
alone make it Acceptable or tolerable. The FDD, along with other
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interested parties such as the EO and pilots, must judge whether an
activity is appropriate or not having properly considered, assessed and
judged the risks as per the guidance above.
Risk mitigation
A35 Mitigation measures are actions or changes, such as changes to
operating procedures, equipment or infrastructure that reduce either the
severity and / or the likelihood.
A36 The FDD should always seek to reduce risks to ALARP, regardless of
whether they are assessed as Acceptable or Review. By doing so, they
will ensure that all risks to both pilots and the public are ALARP.
A37 As with hazard identification, defining appropriate mitigations will benefit
from a formal approach and similar methods should be used.
A38 Generally, risk mitigation strategies fall into three categories:
a) Avoidance. The operation or activity is cancelled or avoided
because the safety risk exceeds the benefits of continuing the
activity, thereby eliminating the risk entirely
b) Reduction. The frequency of the operation or activity is reduced, or
action is taken to reduce the magnitude of the consequences of the
risk
c) Segregation. Action is taken to isolate the effects of the
consequences of the risk or build in redundancy to protect against
them
For example, a Flying Display is scheduled to take place by the coast. In
the past, boats have gathered to watch the display off shore. This creates
the risk that if an accident occurs the public might come to harm.
Actions to mitigate the risk could then include:
a) Avoidance. Cancel the Flying Display which will eliminate both the
severity and likelihood. This option will generally only be necessary
as a last resort
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b) Reduction. Only including light aircraft in the display so that if
accidents occur the severity of impact is limited
c) Segregation. Move the Display Area to keep displaying aircraft at a
safe distance from where boats congregate
A39 As initial risk ratings must assume that the legal requirements and good
practice recommendations contained both in CAP 403 and other
applicable regulations are in place, further mitigations must extend
beyond those published.
A40 Mitigating risks to third parties not involved in the Flying Display itself can
pose particular challenges for FDDs as it can be difficult to control /
predict their location. When seeking to mitigate these risks organisers
should be aware of the range of options open to them which include:
a) Engagement with Local Authority Safety Advisory Groups, Highways
England, local Highways Authorities and rail network operators
where appropriate
b) Application for road closures and / or Temporary Traffic Orders for
the duration of the Flying Display
c) Providing alternative routes for members of the general public who
wish to avoid passing directly by the Flying Display location
d) Ensuring that there is adequate information provided to the general
public, both in advance of and during the display
e) Engaging with the owners or controllers of land near a display site
where the general public might or are known to gather
f) Providing the Maritime and Coastguard Agency with event details if
the display is taking place over water. This will allow appropriate
forward planning by Coastguards, both in Operations Centres where
they can warn and inform Maritime users by adding information to
Maritime Safety Information broadcasts, and Coastguard Rescue
Service volunteers who can plan and, if required, re-locate so as to
be able to respond to any incident along the shoreline
g) Contacting harbour authorities to discuss risk mitigation measures
that might be possible for displays over a harbour
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h) Informing the public that the safest viewing point is always within
designated Spectator areas provided by the EO
i) Preventing overflight of areas where people have been known to
congregate if they cannot be prevented from doing so
Risk Recording
A41 The CAA recommends that the process used to identify mitigations
should be recorded along with the mitigations to be implemented. Any
mitigations that have been considered, but discounted due to excessive
time, money or resource, should also be recorded.
A42 The risk recording process includes a reassessment of the risk rating if
the planned mitigations are put in place. The reasons why the mitigating
actions affect the final severity and likelihood scores should be recorded.
A43 This record provides proof that the assessment was carried out and can
be used as the basis for a later review.
Monitoring and improvement
A44 Risk assessments should be reviewed regularly to ensure that there have
been no significant changes and the hazards and risks have not changed.
Consideration should be given to investigating whether improvements can
still be made or whether further control measures have become available,
there may be lessons learnt from incidents or near misses for example.
Risk assessments should be kept up-to-date and details of reviews
recorded.
Flying Display Risk Assessment
A45 The importance of ensuring appropriately qualified and competent
personnel are involved in the production of a Flying Display Risk
Assessment cannot be over emphasized.
A46 The Flying Display Risk Assessment is a working document and should
be reviewed regularly, by suitably qualified and competent personnel,
especially during any Safety and Flying Control Committee meetings.
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A47 The Flying Display Risk Assessment should be available to all people
involved in its effective management. Personnel should be accustomed
with any part pertinent to their role.
A48 The hazards identified, risk assessments and subsequent follow-up
actions should be clearly documented in a Flying Display Risk
Assessment which must be submitted to the CAA as part of a Flying
Display or Special Event Permission application. In order to ensure that
all the people associated with an event can understand the content of the
Flying Display Risk Assessment, acronyms should be avoided, or a
glossary provided alongside the register.
A49 The Flying Display Risk Assessment should include each identified
hazard, the associated risk(s) and the results of the initial risk assessment
which assumes current legal and best practise mitigation measures are in
place. Further additional risk mitigation measures (if required) should
then be recorded along with a re-assessment of the risk rating following
implementation.
A50 Where any participant (such as RAFAT) has produced their own, separate
risk assessment for a specific display, the FDD is responsible for
incorporating any relevant mitigation measures or requirements found in
the participants RA into the main Flying Display Risk Assessment.
A51 The Flying Display Risk Assessment should be reviewed after the event,
by suitably experienced and competent personnel, to determine what was
managed well and to identify areas where improvements could be made.
Findings should be recorded in such a way that they are accessible for
future events.
A52 The Flying Display Risk Assessment must be made available, on request,
to all participants. They will be conducting the activity and therefore need
to understand the specific risks associated with an event and the
measures that have been undertaken to reduce those risks.
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Flying Display Risk Assessment in Flying Display applications
A53 Applicants for Flying Display Permissions are required by the CAA to
provide a Flying Display Risk Assessment containing, as a minimum, all of
the following information:
a) The name of the Flying Display.
b) The Flying Display date(s).
c) Details of the risk assessment team (i.e. names).
d) The date that the risk assessment was conducted / amended / updated.
e) Hazard identification. Including all of the likely hazards in the Risk Assessment gives the CAA assurance that the hazard identification process is robust.
f) Clearly defined risks. Good risk definitions provide detail about who could be affected by them and will make the Risk Assessment process much easier.
g) Pre-mitigation likelihood, severity and risk ratings. A key point is that these initial ratings must assume that regulatory requirements are being met and that the impact of the requirements on controlling the underlying risk has already been addressed.
h) Mitigating actions. Any risk mitigation should consider how effectively it will mitigate the risk. Is it a practical and realistic action? Will it be acceptable and followed by the people concerned?
i) Post-mitigation likelihood, severity and risk ratings. It might be helpful to add remarks about how the additional mitigations will reduce the risk. In assessing Risk Assessments, the CAA are looking for evidence that the impacts of the mitigations are being reasonably assessed, and explanation helps with that.
j) Comments about any out of the ordinary aspects of the Risk Assessment. The CAA is looking for assurance that Risk Assessments submitted as part of Flying Display and Special Event applications demonstrate that the risks at the event will be managed effectively. Explanations of any out-of-the-ordinary aspects of the Risk Assessment such as obvious
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hazards that are not listed, risk treatments that do not follow the standard approach or anomalous risk ratings help the CAA gain the necessary assurance without having to return to the applicant for further information.
k) Review decisions and acceptance of tolerable risks by the FDD and, where applicable, the EO (if a different person). Where risks have been categorised as Review, the Risk Assessment must record any additional mitigations or details of the decision to accept the risk as tolerable.
l) Sign off by the FDD (in all cases) and, where applicable, the EO (if a different person). A declaration that the risk management activities conducted are suitable and sufficient to manage the risks associated with the Flying Display.
A54 When conducting the hazard identification process, all Flying Display Risk
Assessments must consider the following hazards as a minimum:
a) Propulsion Failure (e.g. engines, rotor blades, propellers, turbine blades)
b) Aircraft Collision (e.g. between display or non-display aircraft, birds, UAS, etc.)
c) Pilot Human Factors
d) Latent aircraft hazards (e.g. Pyrotechnics, Ejection Seats, Hydraulic fluid, etc.)
e) Display area topography (e.g. congested areas, tall hazards, occupied properties, etc.)
A55 Consideration must also be given in every Risk Assessment to the
potential outcome of the hazards identified on any Spectators and
Secondary Spectators.
A56 This information allows the CAA to assess whether or not the planned
Flying Display follows CAA guidance and that risk management plans
reflect the hazards that are present. Evidence is required to demonstrate:
a) That any risks related to a particular Flying Display location are specifically covered
b) That all reasonably foreseeable hazards and associated risks have been identified
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c) That the risk scoring process is robust and consistent
d) That risk mitigations are appropriate.
If the risks to the public caused by the Flying Display cannot be managed
to a sufficiently low level, the size of the Display Area may need to be
revised, the type of display reviewed, or, in extremis, the display
cancelled.
A57 The CAA Flying Display Risk Assessment template SRG 1303T may be
used for the submission of Risk Assessment information to the CAA GA
Unit but other formats are acceptable.
A58 When producing a Flying Display Risk Assessment, it is best practice to
consider all hazards from first principles. Previous submissions may be
used; however, these should only be submitted after a thorough review.
Risk Assessments that appear to be a simple ‘cut and paste’ of a previous
submission are not acceptable and will be returned.
A59 In all cases, risk assessments must provide sufficient level of detail for the
CAA to evaluate the robustness of the risk assessment process and to
make an assessment of whether or not the Flying Display may proceed.
A60 An example of the CAA’s Flying Display Risk Assessment Template with
examples is included below.
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CAP 403 Appendix B - Written, verbal and telephone briefings
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Appendix B
Written, verbal and telephone briefings
The display pilot’s written brief
B1 The FDD is responsible for ensuring that, in advance of the Flying
Display, all participants are sent a written briefing. It is important to
distribute this information as early as possible to allow pilots to plan and is
particularly important for fast jets which might be a little less flexible in
their timings. The quality of the mapping / imagery provided is also vital to
aid pilots in planning their displays.
B2 The content of the briefing will vary depending on the complexity of the
Flying Display, but the following items should, where appropriate, be
included:
a) Place, date, time (UTC or local time) and duration of the Flying
Display
b) Name and contact details for the FDD and other key personnel,
including those for use on the day of the display
c) A copy of any related CAA Permissions and Exemptions issued
d) Flying programme
e) Map of the display location showing the site layout, Display Area,
local area and local hazards / avoids. In addition, the use of clearly
marked satellite images and / or overhead photographs (if available)
often provide a very powerful, clear pictorial image for pilots to
familiarise with during display preparation and planning. If using
such images, for standardisation, the following colours are
suggested:
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52 In addition to the example display lines shown above, further benefit may be gained from the
illustration of Display Area boundaries (not shown) on satellite images.
Suggested colour coding of lines on maps52
Orange 150 metre display line
Red 230 metre display line
Blue 450 metre display line
Yellow Restricted areas (no overflight / no aeros / min heights for example)
Red triangle Display datum
Green Spectator areas, Car Parks and Crowd Line.
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f) Flying Display minima
g) Details of how Display Lines will be marked at the site and how they
will be recognised on the day by the pilot
h) Details of the display datum, whether an easily identifiable feature, a
Lat / Long or a grid reference
i) Air Traffic Services information including:
i) Type of air traffic service available to pilots – A/G, AFIS or ATC
ii) Arrival and departure procedures (including taxi instructions)
iii) Radio frequencies and, if required, transponder codes
iv) Procedures during the Flying Display
v) Radio failure procedures
vi) Holding areas and altitudes
vii) Adjacent air traffic conflictions
viii) Local flying restrictions
ix) Local diversion airfields
i) Details of any NOTAM or RA(T) which might have been established
for the event, including lateral and vertical extent and times of
activation
j) Any deviations from Flying Display limits and weather minima set out
in CAP 403
k) Procedures to be followed when the Flying Display includes items
such as ballooning, parachuting, parascending, paragliding, hang-
gliding, banner towing and foot launched aircraft
l) Procedures for cancellation or variation of the flying programme
m) Details of aircraft parking and refuelling arrangements
n) Arrangements for any Pleasure Flights and visiting aircraft
o) References to Emergency Service cover and any specific
procedures
p) Details of place and time where the formal pre–display verbal
briefing will be conducted at the event
q) Details of arrangements for telephone briefings for any pilot unable
to attend the formal pre-display briefing
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B3 It is recommended that where possible the display pilot’s written brief is
produced in a bound A5 format. In addition, it is recommended that one of
the cover pages consists of a crib sheet with an acetate overlay to
facilitate pilot’s noting significant information as suggested in the following
illustration:
Flying Display name, location and date.
Area for listing prominent details such as ATS frequencies,
FDD contact details, location and time of briefing, etc.
Airfield Pressure Setting
Airfield Surface Wind
Preceding Display Item
T/O time
Display Time ON
Display Time OFF
Following Display Item
Space for inclusion of any other significant information,
instructions, maps, notes, etc
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The verbal brief
B4 The FDD is responsible for ensuring that all participating pilots receive a
thorough verbal briefing before the Flying Display on each day of the
event. A copy of the Flying Display Permission must be available at the
briefing.
B5 Flying Display Briefing Checklist (and Telephone Brief if required).
Flying Display briefing checklist Notes
Attendance check / Roll call.
Time check (specify UTC or Local time).
Show a large-scale map of the Display Area,
showing display lines, display area, avoid areas,
car parks, spectator areas or any other sensitive
areas.
Show a copy of the CAA Flying Display Permission, to include any conditions attached
to it.
Air Traffic operations briefing: Notes
Type of service available (A/G, FIS or Full ATC)
Arrival & departure procedures
Radio frequencies, transponder codes
Display procedures
Holding areas & altitudes
Adjacent air traffic conditions
Local flying restrictions
Full details of diversions airfields
Ejection & abandonment areas
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Weather briefing: Notes
Current conditions
Forecast conditions
Weather forecast for diversion airfields
Any local weather conditions / effects
Weather minima for the display
Ground briefing / arrangements: Notes
Arrival & departure procedures
Parking areas
Refuelling arrangements
Flying programme: Notes
Confirmation of pilots, aircraft, call signs
Flying Display minima
Display programme timing53
Alternative plans if incidents or weather holds
If parachute activity, stress the need for no
rotors / engines turning
Any other activity? (before, arrivals, departures after display)
Handling of ground & air emergencies
Contact numbers & locations for: Notes
Flying Display Director
ATS provider
Event Organiser
Any other relevant contacts
Questions?
53 To include details of previous and subsequent display items
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Telephone briefing
B6 At Flying Displays at non–airfield sites, or for Participants who are flying into a display from a different location, a briefing may be conducted by telephone.
The briefing conducted by the FDD should be from an identical crib sheet (written specifically for the telephone briefing) to the one issued to the pilot as part of the briefing material, containing all the relevant safety items for that pilot.
Formation briefings and walk throughs
B7 A formation leader is responsible in ensuring that a thorough formation
briefing is given and must ensure sufficient time is available to conduct
one.
B8 All formations at Flying Displays must be briefed prior to flying54; the brief should include a walk through. The following must be briefed as a minimum:
a) Overview - Leader establishes the skill level and recent formation experience of formation members, gives an overview of the intended display, and confirms that members have the required competence
b) The formation positions of each pilot and aircraft
c) SUTTO – start-up procedures, taxi order and spacing, line-up positioning, takeoff formation and stream interval as appropriate
d) Formation join-up
e) Formation changes
f) Formation spacing
g) Formation flypast / aerobatic minimum height(s) (the most restrictive
of the entire formation)55
54 Where possible, formation leaders should circulate pertinent pilots notes prior to their formation briefing. 55 For formations (including display teams) consisting of pilots who hold differing DA minimas, leaders must
adopt the highest individual minima for the whole formation whilst flying in formation. Recognising that formation members may be stepped down the leader must fly at a height which permits the lowest aircraft to remain above the required minimum height.
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h) Formation minimum separation distance from the crowd (the most
restrictive of the entire formation and how the leader will ensure that
formation members do not infringe the applicable minima)
i) Display components such as aerobatic elements, splitting into sub
formations, separation, tailchase elements (aerobatic and non-
aerobatic), timings, and situational awareness calls.
j) Recovery / landing sequence
k) Loser plan (including formation leadership)
l) Break-out, unsighted, loss of situational awareness (SA)
m) Emergencies – power loss, systems failures, shepherding, radio failure
n) Questions – Leader to confirm that members have understood the brief and are prepared to proceed. If the formation leader is not content with the ability, currency or competence of any of the pilots in the formation, then the leader should not allow that pilot to take part in the formation
B9 Following the formation detail, the formation leader should conduct a post flight debrief to identify any safety issues and lessons learnt.
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Appendix C
Flying Display Director Accreditation
Obtaining Flying Display Director accreditation56
C1 To gain accreditation as an FDD, applicants are required to complete the
following:
a) For applicants with prior FDD experience, advice on application and
any mentoring requirements are to be sought from the CAA GA Unit
or the MAA as appropriate57.
b) For initial FDDs with no prior FDD experience58, gain agreement to
be mentored from an existing accredited FDD mentor (FDDM).
c) Gain the requisite experience (as outlined in the Flying Display
Director Accreditation section below) through shadowing the
FDDM59.
d) Perform the functions associated with applying for and running a
Flying Display under the supervision of the FDDM60.
e) Apply for FDD accreditation via form SRG 1326. Completed forms
should be submitted to CAA GA Unit as an email attachment with
the subject line ‘FDD accreditation application’. The application
must be supported by a comprehensive training record from the
FDDM. This training record can take many forms such as a training
56 If an organisation or individual wishes to suggest an alternative method of accreditation they can
contact the FDD Co-ordination Officer at [email protected]. 57 Flying Displays directed overseas are acceptable experience where the host country's regulation is
based on CAP 403. 58 Valuable and valid experience can be gained as a member of an FCC. FCC members aspiring to
become FDDs should log any experience gained. This should be counter-signed by the relevant event FDD.
59 Courses are available for training in many aspects associated with the role of the FDD such as public safety planning, risk management, crowd management, incident planning, etc. Applicants might find these beneficial and will add credibility to any application made for FDD accreditation..
60 Candidates must ensure that any experience gained is accurately logged and certified by the FDDM.
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folder or log, but must be detailed enough to allow the CAA to
review the applicant’s progress and performance.
f) Undergo a behavioural and attitudinal fitness assessment. A
completed form SRG 1303B must be submitted at the time of
application for FDD accreditation to allow sufficient time for
processing prior to commencing the FDD accreditation process61.
g) Attend a joint CAA / MAA FDD Accreditation course. Details of
course dates can be found on the CAA website, on the
www.fddtraining.co.uk website or by contacting the CAA GA Unit.
h) Arrange for a CAA Flight Standards Officer to attend a Flying Display
at which the applicant is acting as FDD under supervision
Flying Display Director accreditation course
C2 The CAA and MAA will provide a joint FDD Accreditation Course in order
to accredit FDDs in the UK. Any person intending to act in the role of
FDD is required to pass the FDD Accreditation Course.
C3 The course covers a number of topics specific to display flying as well as
the planning, organisation and management of Flying Displays, in addition
to presentations from the regulators and experienced members of the
display community. An Applicant’s performance is observed during group
workshops and assessed via a written examination in a number of areas:
a) Regulatory compliance
b) Planning and organising safe Flying Displays
c) Flying Display Risk Assessment management and review
d) Obtaining necessary Permissions and planning display in
accordance with regulatory rules
e) Air Traffic Service provision and radio communication at displays
f) Maintaining flying discipline
g) Briefing and debriefing of participating aircrew
61 If an applicant has concerns as to whether or not a favourable behavioural and attitudinal fitness
assessment outcome is achievable, it is recommended that a form SRG 1303B be submitted for assessment to CAA GA Unit before commencing any of the requirements outlined above.
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h) Safe coordination of Flying Displays and Flying Display programmes
i) Cancellation or modification to the programme in the case of adverse
weather or other conditions
j) Flying Display monitoring and warning calls
k) FCC & FDD coordination
l) Dealing with contingencies
m) Post display briefing
n) MOR and post event reporting
o) Learning from what happens
p) Understanding of human factor influences on the safety of Flying
Displays and how to address them
q) Knowledge of AAIB and display accident investigation
C4 A joint CAA / MAA panel will be convened after FDD Accreditation
Courses to review applicants’ performance during the course. This panel
will consider the experience, qualifications, interaction during the course
and results of examinations before accrediting to either Tier 1, 2 or 362.
C5 ‘Civ’ and ‘Mil’ Accreditation. The panel will also consider, based on the
experience of the individual and the knowledge displayed during the FDD
accreditation course, whether they will be accredited as a ‘Civ’, ‘Mil’ or
‘Civ / Mil’ FDD.
a) Civ. The individual is only permitted to be FDD / DFDD at Flying
Displays regulated by the CAA under CAP 403.
b) Mil. The individual is only permitted to be FDD / DFDD at Flying
Displays regulated by the MAA under RA2335.
c) Civ / Mil. The individual is permitted to be FDD / DFDD at either
CAA or MAA regulated Flying Displays63.
62 Initial FDD applicants will only normally be issued with a maximum tier 1 accreditation. However, previous
experience will be taken into account and such applicants may be accredited at a higher tier level. 63 Depending on the considerations made in C5, When awarding a Civ / Mil accreditation, the panel may assign
separate Tier levels when appropriate, for example ‘Civ 2 / Mil 1’
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Validity and currency
C6 Validity. FDD accreditation will remain valid for a period of 3 years subject
to ongoing fitness for the role64. Behavioural and attitudinal fitness
assessments are valid for 1 year. A completed SRG 1303B is to be
submitted each year prior to, or alongside, the first Flying Display
application made by the individual FDD.
C7 Currency. To maintain currency an individual must act as FDD within the
appropriate tier at least once every two years65. However, if, for example,
a tier 3 FDD has only acted as FDD for a tier 1 or 2 Flying Display(s)
within the currency period, the tier 3 privileges will be forfeited at the end
of the currency period.
C8 Currency can be maintained by acting in the role of DFDD provided the
following requirements are met:
a) The individual must be nominated on the CAA application for a
Flying Display Permission, or on the RA 2335 Form 1 for MAA
regulated events.
b) The individual must take an active part in the planning and
execution of the Flying Display.
c) The individual must be in attendance for the duration of the Flying
Display.
d) The primary FDD must ensure that the nature of the active role and
precise level of participation of the DFDD is recorded in the Post-
Display Feedback Form (SRG1305 / Form 4). The primary FDD
must record as part of the detail included on the form that the DFDD
intends to use the event to reset their currency status66.
Currency requirements relating to tier levels apply as detailed in the
previous paragraph.
64 Successful completion of a FDD accreditation course is required every 3 years to maintain validity. 65 AFDD duties do not count towards currency requirements for ground based FDDs 66 The responsibility for recording this information on the form rests with the primary FDD in conjunction with the
DFDD and not the CAA / MAA.
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C9 Successful completion of a FDD Accreditation Course will automatically
reset both the status of the 3-year FDD accreditation validity and the 2-
year currency at the Tier for which they are accredited.
Upgrades
C10 Upgrading to a higher tier of FDD accreditation can be achieved by
progressing through each complexity level in turn. For clarification, a tier
1 FDD can only upgrade to a tier 2 and a tier 2 to a tier 3. Once an FDD
has achieved a higher level of accreditation, a period of consolidation67 is
required before any further upgrade can be considered.
To upgrade to a higher FDD tier level, applicants are required to complete
the following:
a) Gain agreement to be mentored from an existing accredited FDD
Mentor68.
b) Be able to demonstrate experience at the higher level of complexity
including, but not limited to, the following areas69:
i) Planning a safe Flying Display (including the risk assessment)
ii) Obtaining the necessary Permissions
iii) Understanding and compliance of Flying Display regulations
iv) Management and assessment of participant regulatory
compliance
v) The briefing of participating aircrew
vi) Control of the Flying Display programme (including active
management and monitoring)
vii) Simulated emergencies
viii) Post display debriefing
67 This period needs to be sufficient to allow the applicant to demonstrate the required competencies
at the new level prior to being considered for a further upgrade. 68 Experience can be gained by acting as FDD under supervision. Nomination as such can be
included on a Flying Display Permission with prior agreement from CAA GA Unit. Names of FDDMs can be found on the accredited FDD list.
69 For tier 1 FDDs applying to upgrade to tier 2, elements of this experience can be gained by active involvement as a member of the FCC at tier 2 and 3 events under the direction of the FDDM.
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ix) Production of SRG 1305/Form 4 ‘Flying Display Director Post
Display Feedback Form’
c) Act as FDD under the supervision of the FDDM at a minimum of 3
Flying Displays at the higher level of tier complexity.
d) Apply for FDD accreditation via form SRG 1326 outlining the
experience gained in the categories above in the area provided. The
application must be supported by a comprehensive training record
from the FDDM. This training record can take many forms such as a
training folder or log but must be detailed enough to allow the CAA
to review the applicants progress and performance.
e) Undergo a behavioural and attitudinal fitness assessment by
submitting a form SRG 1303B
f) Arrange for a CAA Flight Standards Officer to attend a Flying Display
at which the applicant is acting as FDD under supervision in order for
the CAA to accredit the applicant to the higher tier70.
Mentoring / shadowing
C11 A tier 1 or tier 2 accredited FDD can ‘shadow’ the primary FDD of a higher
tier event in order to build experience71. This ‘shadow’ role can be used
to improve the level of competence or with a view to upgrading to a higher
tier in the future.
C12 The primary FDD should record the level of participation of the ‘shadow’
FDD on the SRG1305/Form 4 to enable the CAA / MAA to properly
assess the level of experience of the individual.
C13 Unless the primary FDD is a ‘mentor’, they should not comment on the
ability or performance of the ‘shadow’ FDD but limit their comments to
their participation level (i.e. the level of their involvement in the planning
and / or execution of the Flying Display).
70 CAA FSO observation can be carried out on the third of the required series of Flying Displays
quoted in paragraph c) above. 71 An un-accredited person may ‘shadow’ any FDD in order to gain experience for initial FDD
accreditation. Additionally, an FDD may wish to shadow an equally qualified FDD to widen their experience (a tier 2 shadowing another tier 2 but at a different type of site for example).
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C14 If the Primary FDD is a ‘mentor’, the ‘shadow’ FDD should ensure that
the participation in the planning and / or execution of the Flying Display is
appropriately logged and countersigned by the Primary FDD so that any
experience gained can be demonstrated at the time of application for
upgrade.
Renewals
C15 The renewal of FDD accreditation can be made at any time within the
validity period. The requirements for renewal are:
a) To be able to satisfy the currency requirements detailed above
b) To have attended a CAA / MAA FDD Accreditation Course
C16 Once the above requirements have been met, candidates can apply for
re-accreditation by completing forms SRG 1326 and SRG 1303B and
submitting them, along with supporting evidence, to the CAA GA Unit.
C17 Following receipt of the application form, the candidate’s suitability will be
assessed with regard to the following criteria:
a) The content of the supporting information contained with the
application (including examination results)
b) The quality and content of post display feedback reports submitted
during the previous period of validity
c) Observations made during any CAA Flying Display inspections
carried out during the previous period of validity
C18 If acceptable, the candidate will then be accredited for a further 3 year
validity period.
Lapsed and expired FDDs
C19 FDD accreditation is considered lapsed if the minimum currency
requirements stated above have not been met. In this case the FDD will
need to re-apply by submitting forms SRG1326 and SRG 1303B to the
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CAA GA Unit. The CAA GA Unit will then advise on the requirements
needed for re-validation.
C20 FDD accreditation is considered expired if the currency requirements have
not been met and a period in excess of 3 years has elapsed since last
renewal. In this case the FDD will need to re-apply for FDD accreditation
as above and attend a FDD Accreditation Course. The CAA GA Unit
should also be consulted as, dependant on the period of time expired,
further mentoring and / or experience may be required.
C21 FDDs who are current but have forfeited privileges may be re-accredited
to their previous tier by shadowing an appropriately accredited FDD at a
Flying Display. Once satisfactory evidence has been submitted to the
CAA GA Unit, previously held privileges may then be restored.
Revocation
C22 In the event of a FDD who is found to be underperforming an investigation
will be undertaken in accordance with the Flowchart Analysis of
Investigation Results (FAiR) System detailed at Appendix D72.
C23 Once the investigation is complete, a decision will be made as to whether
any further action is required. Actions can include continuing in role,
downgrading to a lower FDD tier level, suspension, further training /
mentoring or revocation73.
C24 Appeals should be made to the CAA GA Unit within 14 days of
notification74.
72 FAiR®3 System , Version 31 , March 2019 , © Baines Simmons Limited 73 In accordance with the Air Navigation Order, Article 253 ‘Revocation, suspension and variation of
certificates, licences and other documents’ 74 In accordance with Regulation 6 of The Civil Aviation Authority Regulations 1991.
CAP 403 Appendix D - FAiR System
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Appendix D
FAiR System D1 Flowchart Analysis of Investigation Results (FAiR) System75. Distinction between Non-Judgmental and Judgemental phases
of an investigation.
75 FAiR®3 System , Version 31 , March 2019 , © Baines Simmons Limited
Non- Judgemental Deliberation Judgemental
Event
Inform Line Management of
any precautionary
action necessary
Inform Line Management of
any precautionary
action necessary
Conduct Investigation
Interview Pilot(s)
Review Investigation
FAIR System
Review of Recommendations
Head of GA Unit
Decision
No Further Action
Action Required
Investigation
Carry out any immediate
precautionary action if required
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D2 Just culture, behavioural types.
Edition 17 | February 2020 Page 161
D3 Accountability framework
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D4 The references and excerpts to FAiR in this chapter have been
reproduced with the permission of the copyright holder Baines Simmons
Limited. Further information concerning the FAiR System can be found
at: https://www.bainessimmons.com/aviation-consulting-services/smarrt-
tools/fair-system/